Canadian Warplanes 7-1: Helicopters (Book)
Canadian Military Helicopters
This aviation handbook is intended to provide the reader with a quick reference to the major types of military jet aircraft and helicopters flown by the Royal Canadian Air Force, the Royal Canadian Navy, the Canadian Army, and the Canadian Forces in the post-war jet-age. The handbooks in this series include a general description and a photograph from the Canadian Forces Archives of at least one of the key variants or marks of each aircraft that has been in Canadian military service. Each aircraft is listed alphabetically by manufacturer, number and type. General details describing the aircrafts engines, service ceiling, speed, armament or weapons load are included, along with a brief description of the Canadian squadron which flew the aircraft.This is the sixth volume in this series. It describes the jet fighters, bombers, trainers and transports as well as the helicopters flown by Canadians in the post-Second World War jet-age. A list of museums, private aircraft collections and other locations where a number of the survivors might be found is also included. The handbook is not a definitive list of all Canadian-manufactured or operated aircraft, but should serve as a quick reminder for anyone with an interest in Canadian military aviation.
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Canadian Military Helicopters
BellH-13B Sioux
(Library & Archives Canada Photo, MIKAN No. 4234650)
Bell H-13B Sioux Helicopter, Canadian Army, CJATC Base Rivers, Manitoba.
Bell 47D, RCAF H-13B Sioux Helicopter (3),(Serial Nos. 9608 & 9609) later RCN (Serial No. 050), (Serial No. 9616), later RCN (Serial No. 1329), Model 47D-1, RCN HTL-4 Sioux (3), (Serial Nos.300-302). Model 47G, RCN HTL-6 Sioux Helicopter (3),(Serial Nos. 1387, 1388, 1452), for a total of 9 helicopters.
The Sioux was the first helicopter operated by theRoyal Canadian Navy, in August 1951. The RCAF called this helicopter the BellH-13B Sioux. The RCN referred to it as the Bell HTL. (CASM)
The Bell 47 Sioux is a three-seat observation andbasic training helicopter. It is an American single-rotor utility and traininghelicopter designed and built by Bell Aircraft Corporation/Bell Helicopter Companyfrom 1945 to 1973. In 1953 the Bell 47G design was introduced. It can berecognized by the full "soap bubble" canopy (as its designer ArthurM. Young termed it), exposed welded-tube tail boom, saddle fuel tanks and skidlanding gear. A single 260 hp Lycoming VO-435 piston engine was fitted to the47G variant. Fuel was fed from two high-mounted external tanks. A singletwo-bladed rotor with short inertial stabilising minor blades was used on theSioux.
In itsUH-13J version, based on the Bell 47J, it had a metal-clad tail boom and fuselage and an enclosed cockpit and cabin. The H-13 and its military variants were often equipped with medical evacuation panniers, one to each skid, with an acrylic glass shield to protect the patient from wind. The Sioux was the first helicopter certified for civil use and the first commercial helicopter to go into service. More than 6,400 were produced by Bell and its licensees around the world.[1]
Bell CH-118 Iroquois
(Canadian Forces Photo)
Bell CH-118 Iroquois Helicopter (Serial No. 118103), ca 1989.
Bell CH-118 Iroquois Helicopter (10),(Serial Nos. 118101-118110).
The Bell UH-1 Iroquois (nicknamed "Huey")is a utility military helicopter powered by a single turboshaft engine, withtwo-bladed main and tail rotors. The first member of the prolific Huey family,it was developed by Bell Helicopter to meet a 1952 US Army requirement for amedical evacuation and utility helicopter, and first flew in 1956. TheUH-1 was the first turbine-powered helicopter produced for the US military, andmore than 16,000 have been built since 1960.
The Iroquois was originally designated HU-1, hencethe Huey nickname, which has remained in common use, despite the officialredesignation to UH-1 in 1962. The UH-1 first saw service in combatoperations during the Vietnam War, with around 7,000 helicopters deployed. The Bell 204 and 205 are Iroquois versions developed for the civilmarket.
Bell began development of the UH-1N for Canada in1968. It changed to the more powerful Pratt & Whitney Canada PT6Ttwin-engine set . The U.S. also ordered the helicopter with the USAF receiving it in 1970. Canada's military, the U.S. Marine Corps, and the U.S. Navy first received the model in 1971. CUH-1H was the initial Canadian Forces designation for the UH-1H utility transport helicopter. It was later redesignatedCH-118, with a total of 10 built.
Bell CH-135 Twin Huey
(Bill Cummings Photo)
Bell CH-135 Twin Huey Helicopter (Serial No. 135115).
BellModel 212, CUH-IN, CH-135 Twin Huey Helicopter (50), (Serial Nos. 135101-135150)
The Bell UH-1N Twin Huey is a medium military helicopter. A member of the extensive Huey family, it first flew in 1969. TheCUH-1N Twin Huey (later CH-135 Twin Huey) was the original version, firstordered by the Canadian Forces, which purchased 50 aircraft, with deliveriescommencing in May 1971. The aircraft powerplant, the Pratt & WhitneyCanada PT6T, was produced in Canada. The aircraft were retired from theCanadian Forces starting in 1996 and struck off strength in December 1999. 41 of the surviving CH-135s were acquired by the US government inDecember 1999. Two CH-135s are on display in museums, one at the CASM inOttawa, and one at the NAFMC at CFB Trenton, Ontario.
(Author Photo)
A jump from a No. 408 Tactical Helicopter Squadron Bell CH-135Twin Huey helicopter, over DZ Buxton, Edmonton, Alberta. The author stepped off the rails andlooked up to get this shot of Wayne Johnson in the doorway, Ralph Goebel in a picture perfect step off (not easy to do), and Jean Simard to the right.
BellCH-136 Kiowa
(Vic Johnson Photo)
Bell CH-136 Kiowa (Serial No. 1362--), No. 444 Sqn,4 CMBG, Germany.
Bell CH-136 Kiowa Helicopter(74), (Serial Nos. 136201-136274)
The BellCH-136 Kiowa is a 4-place observationhelicopter. The Kiowa has two-place pilot seating, although the controlsin the left seat are designed to be removed to carry a passenger up front. A total of 74 OH-58A helicopters were delivered to the Canadian Armed Forcesbetween 1971 and 1972 as a Light Observation Helicopter (LOH), performingduties such as reconnaissance, command and liaison or artillery fire direction.The CAF redesignated them as the CH-136 Kiowa. Although similar inappearance to the trainer Bell CH-139 Jet Ranger, major differences between the two helicopters include the main rotorblades and dynamic components. The CH-136 was powered by a C-18 engineand the CH-139 was powered by a C-20 engine.
BellCH-146 Griffon
(Corporal Angela Gore, Canadian Armed Forces Photo)
No. 408 Tactical Helicopter Squadron CH-146Griffon helicopter lands at Joint Pacific Multinational Readiness Center 22-02,Fort Wainwright, Alaska, 15 Mar 2022.
BellModel 412, CH-146 Griffon Helicopter (100), (Serial Nos. 146400-146499)
The Bell CH-146 Griffon is a multi-role utility helicopter used in a wide variety of roles, including aerial firepower, reconnaissance, search and rescue and aero-mobility tasks. It has a crew of three, can carry upto ten troops and has a cruising speed of 220–260 km/h (120–140 kn; 140–160mph). The Canadian Forces purchased 100 aircraft and received them in1995–1997. In 2005, nine CH-146s were sold to the Allied Wings consortium to be used as trainers at No. 3 Canadian Forces Flying Training School, located at Southport Aerospace Centre just south of Portage la Prairie, Manitoba. The Griffon features GPS-satellite navigation and Doppler-radar systems. It can also be fitted with a variety of equipment, including self-defence weapons, a powerful searchlight,and a hoist to extract people and cargo from almost any terrain.[3]
Boeing Vertol HUP-3 Retriever
(Shearwater Aviation Museum Photo)
Piasecki HUP-3 Retriever Helicopter, paintedas RCN (Serial No. 51-16621), painted as 245, ca 1950s.
Piasecki Model PD-18, RCN HUP-3 Retriever Helicopter (3), (Serial Nos. 51-16621 to 51-16623).
The PiaseckiH-25 Army Mule/HUP Retriever was a compact single radial engine, twin overlapping tandem rotor utility helicopter developed by the Piasecki Helicopter Corporation of Morton, Pennsylvania during the late 1940s and produced during the early 1950s. The company changed its name in the 1956 to Vertol Aircraft Corporation and subsequently was bought by Boeing Aircraft Company in 1960 and became Boeing-Vertol. The RCN used the HUP-3 as a light utility twin-rotor helicopter. The three RCN Retrievers served with VH-21. The Retriever was powered by a Continental R-975-46A radial engine.
In 1949, after experimenting with two prototypes, the USN ordered 32 Piasecki’s HUP helicopters for plane guard and utility duties. The RCN followed suit in 1954 with a more modest order of three helicopters. The PV-18 had been designed to suit a USN requirement for a carrier-based utility helicopter. In USN service, the helicopter was known as the Retriever. It had tandem rotors that could be folded for storage and that were interconnected by shafts to a rear fuselage mounted engine. A large floor-mounted hatch allowedfor loads up to 400 lb (180 kg) to be hoisted using a winch.[4]
The RCN’s HUP-3 helicopters all served with HU-21 Squadron in the general utilityrole and were based at HMCS Shearwater andon various RCN ships including the Arctic Patrol Vessel HMCS Labrador. One is on display in the CA&SM, Ottawa, Ontario, Piasecki HUP-3 Retriever, RCN (Serial No. 51-16623).[5]
Boeing Vertol CH-125 Workhorse
(RCAF Photo)
Vertol Canada CH-125 Workhorse, RCAF (Serial No. 9641).
Vertol Canada H-21A, CH-21A, H-21B, CH-21B, RCAF CH-125 Workhorse helicopter (15), six CH-21A Workhorse helicopters, USAF (Serial Nos. 52-8487 to 52-8492), redesignated CH-125 in1968, (Serial Nos. 9610, 9611, 9612, 9613, 9614, and 9615), and nine CH-21B Workhorse helicopters, redesignated CH-125 (Serial Nos. 9636, 9637, 9638, 9639,9640, 9641, 9642, 9643, and 9644).
The Vertol Canada Workhorse, commonly called "the flying banana", was a single engine, tandem rotor helicopter acquired by the RCAF in 1954 and used primarily for search and rescue work. It was designed to serve as amulti-mission helicopter, utilizing wheels, skis, or floats, based on the American Piasecki H-21 Workhorse/Shawnee.
TheH-21 is a dual-rotor heavy-lift helicopter powered by a Wright R-1820-103 Cyclone radial engine. Acquired by the RCAF in1954, the H-21 “Flying Banana” was used primarily for Search and Rescue work. The H-21 has a single-engine, with two counter-rotating rotors on a common drive shaft and could carry 20 passengers.[8] The H-21B version was virtually identical to theH-21A except for an increase in the available horsepower of the engine for take-off. The H-44 version was equipped with metal rotor blades and an advanced transmission and could be distinguished from the earlier versions by the covered struts of its landing gear. The H-21Bversion was virtually identical to the H-21A except for an increase in the available horsepower of the engine for take-off. The H-44 version was equipped with metal rotor blades and an advanced transmission and could be distinguished from the earlier versions by the covered struts of its landing gear.
The RCAF purchased six H-21A and nine H-21B helicopters that were later designated CH-125. They were used in support of the Mid-Canada radar line and rescue units such as 102 KU/424 Squadron and 111 KU/440 Squadron until 1971. The six H-21As were delivered new to the RCAF for Search and Rescue duties and allocated to Greenwood, Trenton, Whitehorse and Vancouver, where there were also in use with base flights, until replaced by the Iroquois. In 1970,it was proposed to replace the old serials for the H-21: 9610 to 9615, 9636 to 9644and Piasecki H-44A Workhorse: 9591 to 9596 with five-digit serials falling in line with the new designations. New serials were to be in the 125-- and 127-- range. The type was withdrawn from service before application.
Once the construction phase of the MCL ended, all the RCAF Sikorsky H-19s (SikorskyS-55 Horses) and most of the H-21Bs were allocated to civilian contractors charged with maintaining the MCL sites. The H-21Bs were allocated civilian registrations and initially flown by Spartan Air Services of Ottawa, and later Dominion Helicopters of Toronto until the line was closed. The primary H-21B base was Knob Lake. When the line closed, the RCAF owned H-21s were sold to commercial operators or scrapped.[9]
(DND Photo via James Craik)
Vertol Canada CH-127 Workhorse (SerialNo. 9591) and (Serial No. 9592), Greenwood, Nova Scotia.
Vertol Canada H-44A, RCAF CH-127 Workhorse helicopter (5), five H-44A Workhorse helicopters came to Canada, redesignated CH-127 in 1968 (Serial Nos. 9591, 9592, 9594, 9595, and 9596).
The H-44 was a variant of the H-21 helicopter. The helicopter had a single-engine, tandem-rotor with metal rotor blades and an advanced transmission. It could be distinguished from the H-21 by the converted struts of its landing gear. Both types were mainly used for Search and Rescue and light transport.[10]
Two CH-125s have been preserved in Canada, with one in the CAFM Comox, British Columbia, Piasecki H-21B-PH/H-13,CH-125, PV-22 Workhorse RCAF (Serial No. 9641), ex USAF (Serial No. 53-4366),N6792, Model 142, 442 Squadron. BADM, Bagotville, Québec, Piasecki H-21 Workhorse, RCAF (Serial No.964).
Boeing Vertol CH-113 Labrador and CH-113A Voyageur
(DND Photo via Mike Kaehler)
Boeing Vertol CH-113A Voyageur helicopter(Serial No. 10415), later (Serial No. 11315). This helicopter is now in the CA&SM, Ottawa.
Boeing Vertol CH-113Labrador Helicopter (6), (Serial Nos.10401, 10402, 10403, 10404, 10405, 10406), all renumbered to (Serial Nos. 11301,11302, 11303, 11304, 11305, 11306), CH-113A Voyageur Helicopter (12),(Serial Nos. 10407, 10408, 10409, 10410, 10411, 10412, 10413, 10414, 10415,10416, 10417, 10418), all renumbered to (Serial Nos. 11307, 11308, 11309, 11310,11311, 11312, 11313, 11314, 11315, 11316, 11317, 11318), for a total of 18 CH-113variants.
The Boeing Vertol CH-113 Labrador was the RCAF Search and rescue version of the American Model 107-II-9 (CH-46) Sea Knight helicopter. The CH-113AVoyageur was the Canadian Army Assault and utility transport version of the Model 107-II-28 helicopter, later converted to CH-113A Labrador.
The RCAF procured six CH-113 Labrador helicopters for the SAR role and the Canadian Army acquired 12 of the similar CH-113A Voyageur for the medium-lift transport role. The RCAF Labradors were delivered first with the first one entering service on 11 Oct 1963. When the larger CH-147Chinook was procured by the Canadian Forces in the mid-1970s, the Voyageur fleet was converted to Labrador specifications to undertake SAR missions. The refurbished Voyageurs were re-designated as CH-113A Labradors, with a total of15 Labradors ultimately in service.
The Labrador was fitted with a watertight hull for marine landings, a 5,000-kilogram cargo hook and an external rescue hoist mounted over the right front door. It featured a 1,110-kilometer flying range, emergency medical equipment and an 18-person passenger capacity. By the1990s, heavy use and hostile weather conditions had taken their toll on the Labrador fleet, resulting in increasing maintenance costs and the need for prompt replacement. In 1981, a mid-life upgrade of the fleet was carried out by Boeing Canada in Arnprior, Ontario. Known as the SAR-CUP (Search and Rescue Capability Upgrade Program), the refit scheme included new instrumentation, a nose-mounted weather radar, a tail-mounted auxiliary power unit, a new high-speed rescue hoist mounted over the side door and front-mounted searchlights. A total of sixCH-113s and five CH-113As were upgraded with the last delivered in 1984. The last CH-113 was retired in 2004.[11]
Boeing Vertol CH-147 Chinook
(Author Photo)
Boeing Vertol CH-147C Chinook helicopter, CFB Edmonton, c1978, (the best jump ship of them all in the author's opinion). Note the shark mouth taped on the nose by the No. 450 Squadron crew based in Edmonton. These helicopters were later sold to the Dutch, who took our guys up with them in Afghanistan a few years before we bought another batch.
(Author Photo)
Boeing Vertol CH-147C Chinook, Canadian Forces Parachute Team jump. The author looked up to catch John Glover on the left, Rick Guthrie in the middle, Pat Turpin on the rightand Al McGee in the rear on a formation exit from this CH-147C Chinook. There were no slow pokes on this exit, nice tight formation!
Boeing Vertol CH-147C Chinook Helicopter (8),(Serial Nos. 147001-147009), CH-147D (6), (Serial Nos. 147201-147207)& CH-147F (15), (Serial Nos. 147301-147315)
The Boeing CH-47 Chinook is an American twin-engined, tandem rotor, heavy lifting helicopter developed by American Vertol rotorcraft company and manufactured by Boeing Vertol (later known as Boeing Rotorcraft System). The CH-47 is among the heaviest lifting Western helicopters. Its name, Chinook, is from the Native American Chinook people of modern-day Washington state. A total of 233 CH-47Cs were built. Canada bought a total of eight CH-47Cs; deliveries of the type began in 1974. Receiving the Canadian designation "CH-147", these were fitted with a power hoist above the crew door; other changes included a flight engineer station in the rear cabin: operators referred to the configuration as the "Super C". The Netherlands acquired all seven of the Canadian Forces' surviving CH-147s and upgraded them to CH-47D standard.
On 18 Oct 1974, a CH-47C, US (Serial No. 74-22058) crashed. It had been assigned Canadian Forces (Serial No. 147001) but never carried Canadian Forces markings. It was lost on its delivery flight to Canada following gear failure in main combining gear box, caused by undetected metal infraction in gear blank before machining. This failure led to driveshaft failure and loss of synchronization. There were five fatalities. After a lengthy litigation, it was replaced by (Serial No. 147009).
CH-147C (Serial No. 147002) was destroyed at Rankin Inlet, NWT on 17 Aug 1982, when it struck a light pole with its rotors while taxiing. The helicopter overturned onto airport fuel tanks and was destroyed by the subsequent fire. There were three fatalities. The surviving CH-147Cs were acquired by the Netherlands and upgraded to CH-47D.
In 2008, Canada purchased 6 CH-47Ds, designated CH-147D, from the U.S. Over 39 years old when supplied to Canadian Forces. Purchased second hand from US Army for $252 million, for use by Canadian Forces Joint Task Force Afghanistan Air Wing at Kandahar, Afghanistan. They had been in storage at Davis-Monthan AFB in the US, arrived on 22 Sep 2011. CH-147D (Serial No. 147202) was destroyed by enemy action on 4 Aug 2010. It was burned out after a forced landing caused by small arms fire, no casualties. (Serial No. 147207) was leased from the US Army in Afghanistan in 2010, as a replacement for 147202. The remaining five were sold in 2011 after the end of Canada's mission in Afghanistan.
(DND Photo)
Boeing Vertol CH-147F Chinook (SerialNo. 147314) from 450 THS, 4 CDSB Petawawa, Ontario, slinging a 155-mm M777 Howitzer.
Boeing Vertol CH-147D Chinook (Serial No. 147201) is on displayat the National Air Force Museum of Canada at CFB Trenton, Ontario. Boeing Vertol CH-147D Chinook (Serial No. 147206) is on displayas a gate guardian at 4 CDSB Petawawa, Ontario.
On 10 Aug 2009, Canada signed a contract for 15extensively modified and upgraded CH-47Fs for the Canadian Forces, later deliveredin 2013–2014 with the Canadian designation CH-147F. (Serial No. 147301was the first new built CH-147F. It carried US civil Reg. No. N256CN,reserved on 13 Dec 2011 for manufacturer's flight tests. It made its firstflight on 24 Jun 2012, at Boeing-Vertol facility in Pennsylvania.
On2 May 2012, the Squadron was re-established as No. 450 (Tactical Helicopter) Squadronto fly the Canadian Forces’ Boeing Vertol CH-147F Chinook helicopters. The Squadronis based at CFB Petawawa, Ontario, and reports to No. 1 Wing Kingston, Ontario. The Royal CanadianAir Force accepted the first F-model Chinook on 24 Jun 2013, at the Boeing manufacturingfacility in Philadelphia, Pennsylvania. It was officially welcomed to Canadaat a ceremony in Ottawa on 27 Jun 2013.
CanadairCL-84 Dynavert
(Canadair Photo)
Canadair CL-84-1/CX-84 Dynavert, CF-VTO-X.
Canadair CX-131/CX-84/CL-84-1 Dynavert (4).
The Canadair CL-84 Dynavert, designated by the CanadianForces as the CX-131, was a V/STOL turbine tiltwing monoplane designed andmanufactured by Canadair between 1964 and 1972. Only four of these experimentalaircraft were built with three entering flight testing. Two of the CL-84scrashed due to mechanical failures, but there were no fatalities in either ofthe accidents. Despite the fact that the CL-84 was successful in the experimentaland operational trials carried out between 1972 and 1974, none of the prospectivecustomers placed any orders for the type.
The Dynavert vertical take-off andlanding (VTOL) aircraft was designed in the mid-1960s with its first roll-out inlate 1964. The Dynavert incorporated a unique tilt-wing and was intendedto be developed for use as a troop transport, ground support, reconnaissance,and search and rescue. It was able to take off and hover like a helicopter,or operate in conventional level flight at 350 mph. The Dynavert waspowered by a pair of Lycoming LTC1K-4C turboprops.
The prototype CL-84 (Serial CF-VTO-X) crashedin 1967; CX-8401 crashed in 1973. There are two survivors: CA&SM,Ottawa, Ontario (Serial No. CX-8402). WCAM (Serial No. CX-8403),Winnipeg, Manitoba.[12]
Doman LZ-5 helicopter
Doman LZ-5 helicopter
(Jeff Evans Collection & airwar.ru Photo)
The Doman LZ-5 helicopter, ex US built, Reg. No.N812. It was transferred to Fleet of Canada as D-10B, prototype, and for salespurposes. It was initially registered as CF-IBG-X in Canada by June 1955.The D-10B helicopter was evaluated by the Evaluation Planning Group, ArmyHeadquarters at Rockcliffe, Ontario in the summer of 1956, by which time it wasCF-IBG. It was on strength with the Canadian Army as an air observation post(AOP). (Canadian Warplane Heritage Museum)
The Doman LZ-5 was a utility helicopterdeveloped in the United States in the early 1950s by Doman Helicopters Inc. ofDanbury, Connecticut. Despite the procurement of international manufacturingagreements, no series production of the aircraft ever occurred and only threeprototypes were built. Two of these were purchased by the United States Army asthe YH-31, but eventually becoming VH-31.
Doman also built an LZ-5 aircraft in a jointventure with Fleet in Canada.. This aircraft, along with the two built in theUSA were simultaneously Type Certificated in U.S. and Canada in 1954. The thirdhelicopter flew extensively in Canada under Canadian registration CF-IBG and inthe United States, France, and Italy under U.S. registration N812. It flew inthe Paris Air Show in 1960. This aircraft was also modified with theinstallation of full blind flight instrumentation, which was demonstrated extensivelyin the effort to sell it as a trainer. The aircraft thus equipped was advertisedas the D-10. The planned production version would have been modified with aturbo-charged engine and designated as the D-10B. Doman sold production rightsfor military versions to Hiller and for the Italian market to Ambrosini.Ultimately, none of these plans came to fruition, and the LZ-5 never entered production.[13]
Hiller CH-112 Nomad
(DND photo via Mike Kaehler)
Hiller CH-112 Nomad (Serial No. 112276), with the Canadian Army in Northern Germany, c1950s.
Hiller CH-112 Nomad Helicopter (27). The UH-12E Nomad was a three-seat light reconnaissance helicopter powered by an Avco Lycoming VO-540-A1Bflat-six piston engine. Nomads replaced the Bell-47 models at the CJATC, in Rivers, Manitoba. Some were operated by 4 Canadian Mechanized Brigade Group (4CMBG) in Germany until they were replaced by Bell CH-136 Kiowas.
The Hiller CH-112 light reconnaissance helicopter replaced the Bell 47-D at the Canadian Joint Air Training Centre, Rivers, Manitoba. It was a three-place helicopter with a single main rotor and an anti-torque tail rotor. Designed for operations in confined areas of the combat zone it could carry two passengers, two litter patients, or 400 pounds of cargo. Designated the OH-23D by the U.S. Army, theCH-112 was used by the Canadian Army for training helicopter pilots and for operational exercises during Brigade concentrations in the summer months. Some of these helicopters provided reconnaissance and liaison facilities for No. 4 Canadian Infantry Brigade Group in Germany.
It was intended that in the event of a national emergency, CH-112s would be employed in: air movement of small urgently needed stores; aeromedical evacuation; radio relay and transmission; Air Despatch Letter Service; messenger and courier service; line-laying; traffic control; radiological survey; danger warning - use of loudspeakers or sirens for warning of radiological fallout, chemical or bacteriological attack; propaganda - loudspeakers, leaflets; and air delivery of small patrols for tasks such as damage assessment, radiological or bacteriological survey.[14]
One has been preserved in the WCAM, Winnipeg, Manitoba, Hiller CH-112 Nomad Helicopter (Serial No. 265).
Sikorsky R-4 Hoverfly Helicopter
(IWM Photo)
Sikorsky R-4 Hoverfly Mk. I helicopter, c1945-1946.
The Sikorsky R-4 is a two-seat helicopter that was designed by Igor Sikorsky with a single, three-bladed main rotor and powered by a radial engine. The R-4 was the world's first large-scale mass-produced helicopter and the first helicopter used by the United States Army Air Forces ,the United States Navy, the United States Coast Guard and the United Kingdom's Royal Air Force and Royal Navy. In U.S. Navy and U.S. Coast Guard service, the helicopter was known as the SikorskyHNS-1. In British service it was known as the Hoverfly. 52 were delivered to the RAF and the RN, and one was later transferred to the RCAF.[15]
Sikorsky R-4B (Serial No. 43-46565) is preserved in storage in the CASM, Ottawa, Ontario. It was acquired in 1983.
Sikorsky H-5 Dragonfly Helicopter
(DND Photo via Chris Charland)
Sikorsky H-5 Dragonfly, RCAF (Serial No. 9604),coded OU 604, Canadian Joint Training Centre, RCAF Station Rivers, Manitoba, c1962.
Sikorsky S-51, RCAF H-5 Dragonfly Helicopter (7),(Serial Nos. 9601-9607).
In 1947, the H-5 was the first helicopter to be taken on service by the RCAF. Powered by a Pratt & Whitney R-985, the H-5 was used to convert pilots from fixed wing aircraft to helicopters, and by some RCAF Search & Rescue units. The Canadian Army also used theH-5 for conversion training and for survey work in the NWT.
TheH-5 was designed to provide a helicopter having greater useful load, endurance,speed, and service ceiling than the Sikorsky R4. It differed from the R-4 in having a new, longerfuselage for two persons in tandem and a much greater rotor diameter. During its service life, the H-5 was used forrescue and mercy missions throughout the world. It gained its greatest fame, however, during the Korean War when it was called upon repeatedlyto rescue United Nations’ pilots shot down behind enemy lines and to evacuatewounded personnel from frontline areas before being replaced in most roles bythe Sikorsky H-19 Chickasaw.[16]
Two examples can be found in Canada: ASMC, Calgary ,Alberta, Sikorsky S-51/H-5 Dragonfly Helicopter (Serial No. 9607), (51166),VC-GBC. CA&SM, Ottawa, Ontario, Sikorsky S-51 Dragonfly (Serial No. 9601), (5118), on loan to the CWHM, Mount Hope, Ontario.
Sikorsky H-19 Chickasaw Helicopter
(DND Photo via Luc Dubé)
Sikorsky H-19 Chickasaw helicopter, RCAF(Serial No. 9628).
Sikorsky S-55 Horse, RCAF H-19 Chickasaw Helicopter(15), (Serial Nos. 9597-9600, 9619-9629), RCN H04S-3 Horse Helicopter (13), (Serial Nos. 55144, 55305,55320, 55867, 55875-55878, 55885-55887, 55891, 55892), for a total of 28helicopters.
The H-19 is a multi-purpose helicopter used to transport men and equipment. The HO4S-3 Horse variant was acquired by the RCN in 1955 and used as for anti-submarine operations and as a search and rescue helicopter. A much larger helicopter that the H-5, the RCAF H-19 Horse was powered by a Pratt & Whitney R-1340-57engine. The RCN H04S was a re-engined US Navy & Canadian version with a 700-hp, (522kW) Wright R-1300 engine, redesignated UH-19F (American variant), H04S-3 (Canadian variant) in 1962, with79 built.
TheRCN acquired thirteen HO4S helicopters all built at the Sikorsky AircraftPlant, located at Bridgeport, Connecticut, USA. The first RCN variant was the HO4S-2. Three HO4S-2, three of which were initially purchased for the RCN and allocatedto No. 1 Naval Helicopter Flight, later to be known as Helicopter Utility Squadron21 (HU-21). The remainderwere HO4S-3 models. Of the thirteen (13)aircraft acquired five (5) were destroyed due to accidents with no loss of lifeto the aircrew.
Thethree initial Sikorsky HO4S-2 helicopters were fitted with an engine of 600horsepower derated to 550. One of these,Sikorsky (Serial No. 51444), was lost in an accident and the two remaining, Sikorskys(Serial Nos. 55305 and 55320, were retrofitted with the larger 800 horsepowermodels derated to 700. This, togetherwith other technical improvements, brought them up to the HO4S-3 standard. Derated engines improved reliability and thereduced engine overhaul interval of 500 hours provided an additional margin of safety. This upgrade work was performed by Pratt& Whitney Canada Inc., Longueuil, Québec. Of the ten additional HO4S-3 helicopters purchased from Sikorsky in 1955,six were for the newly formed Helicopter Anti-Submarine Squadron Fifty (HS-50).
AllRCN aircraft were equipped with a Wright R-1300-3 seven-cylinder nose mounted radial engine. The R-1300-3 drove a fully articulated three bladed, 53-foot diameter, main rotor through an angled drive shaft and reduction gearing and, a torque compensating, two bladed, tail rotor. The main rotor turned at about 220 RPM or roughly one-tenth the engine speed and is constant throughout the zero to 115-knot(132-mph) speed range of the helicopter. The normal cruising speed was 75 knots [82 mph] with a range of 265 nautical miles (305 statute miles).
The RCN HO4S-3 was employed in two roles, each role performed by a different Squadron. Helicopter Utility Squadron 21 (HU-21) formed from the original No. 1 Helicopter Flight was the first Squadron commissioned, primarily for rescue duties both at sea, on Canadian aircraft carriers, and ashore. The second, Helicopter Anti-Submarine Squadron equipped the helicopters with an AN/AQS-4 dunking sonar which was used for the underwater detection of submerged submarines. The era of the HO4S-3, in HS-50, ended in 1963 when HS-50 Squadron was re-equipped with the larger and more capable Sikorsky CHSS-2 Sea King helicopter.[17]
Survivors in Canada include one in the BCAM, Sidney, British Columbia, Sikorsky H-19 Horse Helicopter, RCAF (Serial No. 961?). CMF, Langley, British Columbia, Sikorsky H-19 Horse Helicopter, RCAF (Serial No. 9620), painted as RCAF (Serial No. 9632).[18] ASMC, Calgary, Alberta; CMF Langley, British Columbia, Sikorsky HO4S-3 Horse Helicopter, RCN (Serial No. 55822), CF-JTI. CA&SM, Ottawa, Ontario, Sikorsky HO4S-3 Horse Helicopter, RCN (Serial No. 55877). Two in the SAM, CFB Shearwater, Nova Scotia, Sikorsky HO4S-3 Horse Helicopter (Serial No. 739B), RCN (Serial No. 55885), and HO4S-3 Horse Helicopter, RCN (Serial No.A740), RCN (Serial No. 55891).
Sikorsky CH-126 Choctaw Helicopter
(DND Photo via Francois Dutil)
Sikorsky CH-126 Choctaw Helicopter, RCAF (Serial No. 9632).
Sikorsky S-58, RCAFH-34A, CH-126 Choctaw Helicopter (8), (Serial Nos. 9630-9635).
The S-58, also known as the H-34A is a much larger helicopter than the H-19, powered by a nose-mounted Wright R-1820-84 engine. CH-126 Choctaw helicopters were used by RCAF No. 448 Squadron for Search and Rescue operations. The H-34A was flown by many nations in many different roles, including as a utility transport, anti-submarine warfare, search and rescue, and VIP transport. The transport versions could carry 12 to 16 troops, or eight stretcher cases, while VIP transports carried significantly fewer people in significantly greater comfort.[19] The H-34 was built in the UK and designated the “Wessex,” a helicopter used by members of the Canadian Airborne Regiment for parachuting with the UN in Cyprus in 1986.
Sikorsky CH-124B Sea King Helicopter
(U.S. Navy Photo, Mass Communication Specialist 1st Class Joseph M. Buliavac)
Sikorsky CH-124 Sea King helicopter assigned to No. 443 Squadron preparing to depart the flightdeck during deck landing qualifications in preparation for Rim of the Pacific 2016.
Sikorsky S-61A, RCN CHSS-2,CH-124A, CH-124B, Sea King Helicopter (41), (Serial Nos. 4001-4041).
The Sikorsky CH-124 Sea King is a twin-engined anti-submarine warfare(ASW) helicopter designed for shipboard use by Canadian naval forces, based on the US Navy's SH-3. It served with the RCN and Canadian Armed Forces from 1963 to 2018.
During their service, Sea Kings were assigned to the Iroquois-class destroyers (2 per ship for a total of 6), Halifax-class frigates (1 per ship for a total of 12), and the Protecteur-class replenishment ships (3 per ship for a total 6) as a means of extending the surveillance capabilities beyond the horizon. When deployed, each Sea King was accompanied by several crews. Each crew consisted of two pilots, a Tactical Coordinator (TACCO), and an Airborne Electronic Sensor Operator (AESOp). In order to find submarines, the Sea King's sonar used a transducer ball at the end of a 450-foot cable. It could also be fitted with Forward-looking infrared (FLIR) cameras to find surface vessels at night.
Sea Kings were flown by No. 406 Maritime Operational Training Squadron, No. 423 Maritime Helicopter Squadron, and by No. 443 Maritime Helicopter Squadron.
On 1 Dec 2018, the CH-124 was officially retired in a ceremony at Vancouver Island, British Columbia, concluding 55 years of service. Of the surviving 28 Canadian Sea Kings, nine went to museums or are being displayed as monuments, 15 were sold, three were scrapped, and one is retained as a training aid.
Sikorsky CH-148 Cyclone Helicopter
(RCAF Photo)
Sikorsky CH-148 Cyclone Helicopter, RCAF (Serial No. 148823)
SikorskyCH-148 Cyclone Helicopter(28), (Serial Nos. 148801-148828).
The Sikorsky CH-148 Cyclone is a twin-engine, multi-role shipboardhelicopter developed for the Canadian Forces. It is a military variant ofthe Sikorsky S-92 and is designed for shipboard operations, replacing thevenerable Sikorsky CH-124 Sea King, which has been in operation since 1963. The Cyclone is operational withthe RCAF and will conduct anti-submarine warfare (ASW), surveillance, and searchand rescue missions from RCN warships. The Cyclone will also provide tacticaltransport for operations supporting national and international security efforts.[20]
On30 April 2020, an RCAF CH-148 from No. 423 Maritime Helicopter Squadron, attached to HMCS Fredericton and based at the Shearwater Heliport crashed in the Ionian Sea during a NATO Mediterranean exercise, killing all six crew members aboard. As a result, all Cyclones in service were placed on an "operational pause". An investigation attributed the accident to the electronic control system and fly-by-wire control law known as "Command Model Attitude Bias Phenomenon". This resulted in the CH-148 responding insufficiently to pilot inputs when the flight director was engaged. The investigation concluded that manufacturer-supplied materials contained "misleading or confusing" information, incomplete sections on automation and lacked manoeuvre descriptions. The recommended fix was to modify software governing the electronic flight control laws and enhance flight mode annunciation and awareness to the crew.
AgustaWestland CH-149 Cormorant Helicopter
The AgustaWestlandCH-149 Cormorant is the Canadian Forces designation for the AgustaWestland AW101,a helicopter used for air-sea rescue in Canada. Developed as a joint venture between Westland Aircraft in the UK and Agusta in Italy, the CH-149 isa medium-lift helicopter for military applications. The Cormorant can carry upto 12 stretchers or a load of 5,000 kilograms. Its advanced systems provide astable hover for critical hoisting operations. It has helped rescue mountain climbers,lost hikers, ship crews and more. The Cormorant is flown by RCAF 103 Search and Rescue Squadron, 413 Transport and Rescue Squadron and 442Transport and Rescue Squadron. (RCAF)
(RCAF Photo)
AgustaWestland CH-149 Cormorant, RCAF (Serial No. 149915).
The AgustaWestlandCH-149 Cormorant is the Canadian Forces designation for the AgustaWestland AW101,a helicopter used for air-sea rescue in Canada. Developed as a joint venture between Westland Aircraft in the UK and Agusta in Italy, the CH-149 is a medium-lift helicopter for military applications. The Cormorant can carry up to 12 stretchers or a load of 5,000 kilograms. Its advanced systems provide a stable hover for critical hoisting operations. It has helped rescue mountain climbers, lost hikers, ship crews and more. The Cormorant is flown by RCAF 103 Search and Rescue Squadron, 413 Transport and Rescue Squadron and 442Transport and Rescue Squadron. (RCAF)
[1] Wikipedia.
[2] Wikipedia.
[3] Wikipedia.
[4] Wikipedia.
[5] Taken on strength. Ex USAF H-25 kept US serial number in RCN service. Completed on 14 May 1954. Arrived at RCNAS Shearwater, in US Army markings, on 18 May1954. To VH 21 at Shearwater on 8 Jun 1954, coded “947”. Transported injured lighthouse keeper from St. Paul Island in Oct 1954. Transferred pregnant woman from Grand Manan to Saint John on 10 Nov 1954. Took part in search for missing General Motors (Grumman) TBM-3E Avenger (Serial No. 69303) in Apr 1955. Renumbered “247”in Jun 1955. With HU-21 Detachment (Det) 2 onboard HMCS Labrador for Arctic cruise, 28 May to 21 Nov 1955. Left Halifax on 1 Jun 1955, to support DEW Line construction in Hudson Bay and Fox Basin. To Summerside, PEI with HU-21 Detachment 3, 11 Dec 1955 to Mar 1956, for local SAR coverage and training with VS 880.Returned briefly to Shearwater several times during this detachment. Back to Detachment2 in Jan 1957, for work up on HMCS Labrador off Bermuda. Remained on board for survey work in Gulf of St. Lawrence, Feb to Mar 1957. Still onboard for European cruise in Mar and Apr 1957. Back on HMCS Labrador by 21 Jun 1957 for next Arctic mission. Rescued crews of HTLs 202 and 205 in Jul, following their crash on Peter Point. Flown off to Shearwater on 11 Oct 1957. To Boeing Canada at Arnprior for major overhaul, 28 Apr to 5 Nov 1958. Renumbered “923” when transferred to VU 33 at NAF Patricia Bay, British Columbia in Nov 1958. Shipped to West Coast via rail. Later marked “407” and “623” while still on West Coast. Was coded “623” when it took part in Victoria Day fly pasts at Victoria, British Columbia on 19 and 21 May1961. Last RCN flight on 28 Feb 1964, at Patricia Bay. Marked “623” when withdrawn from use. Purchased from Crown Assets by Canadian War Museum on 24 Feb 1965. Restored by Boeing Canada at Arnprior, Ontario, May 1981 to Nov 1982. Now on display at the Canada Aviation & Space Museum, Ottawa, Ontario.
[6] 11 May1954 - Taken on strength. Ex USAF H-25 kept US serial number in RCN service. Arrived at RCNAS Shearwater, in US Army markings, on 18 May 1954. To VH21 at Shearwater in 1954, coded “945”. Renumbered as “245” in 1955. Still numbered “245” when transferred to VU 33 at NAF Patricia Bay, British Columbia in 1958. Transferred by rail, arrived 10 Jul 1958. Later marked “405”, “921” and “621” while on the West Coast. By 1980 was at BCIT, a technical school at Vancouver International Airport, wearing fake registration C-BVSD. Donated to Canadian Museum of Flight and Transportation, Vancouver, British Columbia in 1982. Sold by this museum in Nov 2000,into US. A replacement USN HUP-3 hull brought to the CMF was forwarded to the Shearwater Aviation Museum ca 2004.
[7] Ex USAFH-25 kept US serial number in RCN service. Arrived at RCNAS Shearwater, in US Army markings, on 18May 1954. To VH 21 at Shearwater in1954, coded “946”. Renumbered “246” in1955. Carried to the Arctic in Aug 1957 onboard USCG USS Eastwind, to replace 51-16623 after it went u/s near Frobisher Bay, transferring to HMCS Labrador on 5 Aug. Flown off to Shearwater on 11 Oct 1957. Still numbered “246” when transferred to VU33 at NAF Patricia Bay, British Columbia, arriving on 21 Mar 1960. Later marked “406”, “922” and “622” while on the West Coast. Later sold into US, registered as N6699D. Used as an instructional airframe, before being purchased and restored in Philadelphia by volunteers at Boeing Helicopters before being shipped to the International Helicopter Museum for display at Weston-super-Mare, UK. The only Piasecki helicopter in the UK. 11 May 1954. Oneof three Piasecki Retriever twin-rotor helicopters to enter service with the Royal Canadian Navy’s Search and Rescue group. Built in 1954 in Pennsylvania, she made her last flight in Feb 1964.
[8] Wikipedia.
[9] Internet: http://www.cahs.ca/forums/showthread.php?t=219.
[10] Internet: http://rcaf.com/aircraft/helicopters/h21/index.php?name=H-21.
[11] Wikipedia.
[12] Wikipedia.
[13] Wikipedia.
[14] Internet: http://www.wingsforfreedom.com/Aircraft/aircraftDetail.php?NOMAD-174.
[15] Wikipedia.
[16] Wikipedia.
[17] Internet: http://www.aviation.technomuses.ca/assets/pdf/e_Sikorsky HO4S-3S-55Horse.pdf
[18]Composite hrs airframe of USAF (Serial No. 53-4414), (55-3196), (55-750), N2300Z.
[19] Wikipedia.
[20] Wikipedia.