The H-34 was one of the first successful military utility helicopters, serving on every continent with the armed forces of 25 countries. It saw combat in the Dominican Republic, Nicaragua, theSix-Day War, theVietnam War, and theAlgerian War, where theFrench Air Force used it to pioneer modernair assault tactics. It was the last piston-engined helicopter to be operated by theUnited States Marine Corps (USMC), having been replaced by turbine-powered types such as theUH-1 Huey andCH-46 Sea Knight; in the USMC, the H-34 was often called the "HUS" after its original designation in that service. A total of 2,340 H-34s were manufactured between 1953 and 1970, including the license productions in the UK and France.[1]
Although most military forces retired the H-34 by the late 20th century, the type remains in limited civil use in transport and external cargo lift roles, and some have been restored and flown aswarbirds.
A U.S. Navy HSS-1 withdipping sonar deployed, in 1960.Radial engine of a H-34 under the fuselage
In the early 1950s Sikorsky developed the S-58, an improved version of the S-55, which had enter service as the H-19 with the United States. The United States Navy issued a contract in 1952 for the S-58, entering service as the HUS-1, the Army placing a contract in 1955 as the H-34, and the Marine Corp in 1957 (as the HUS-1).[3] In 1962 these names were standardized to H-34, with additional prefixes and letters according to that U.S. designation system.[4] Westland had already made a version of the predecessor of the S-58, the S-55 as theWestland Whirlwind, and they would go on to make a turbine powered version of the S-56 as theWestland Wessex.[4]
The Sikorsky S-58 was developed as a lengthened and more powerful version of the Sikorsky Model S-55, orUH-19 Chickasaw, with a similar nose, but with atail-dragger rear fuselage and landing gear, rather than the high-tail, 4-post pattern. It retained the nose-mounted radial reciprocating engine with the drive shaft passing through thecockpit placed high above the cargo compartment.
The aircraft first flew on 8 March 1954. The first production aircraft was ready in September and entered in service for theUnited States Navy initially designatedHSS-1 Seabat (in its anti-submarine configuration) andHUS-1 Seahorse (in its utility transport configuration) under the U.S. Navy designation system for U.S. Navy,United States Marine Corps (USMC) andUnited States Coast Guard (USCG) aircraft. The U.S. Army and Marine Corps, respectively, ordered it in 1955 and 1957. Under theUnited States Army's aircraft designation system, also used by theUnited States Air Force, the helicopter was designatedH-34. The U.S. Army also applied the nameChoctaw to the helicopter. In 1962, under the newunified DoD aircraft designation system, the Seabat was redesignatedSH-34, the Seahorse as theUH-34, and the Choctaw as theCH-34.
Roles included utility transport, anti-submarine warfare,search and rescue, andVIP transport. In its standard configuration, transport versions could carry 12 to 16 troops, or eightstretcher cases if utilized in theMedEvac role, while VIP transports carried significantly fewer people in much greater comfort.
A total of 135 H-34s were built in the US and assembled bySud-Aviation in France, 166 were produced under licence in France by Sud-Aviation for the French Air Force, Navy and Army Aviation (ALAT).
The CH-34 was also built and developed under license from 1958 in theUnited Kingdom byWestland Aircraft as theturboshaft enginedWessex which was used by theRoyal Navy andRoyal Air Force. The RN Wessex was fitted out with weapons and ASW equipment for use in an antisubmarine role. The RAF used the Wessex, with turboshaft engines, as an air/sea rescue helicopter and as troop transporter. Wessexes were also exported to other countries and produced for civilian use.
CH-37C and UH-34D of theUnited States Marine Corps. The H-34 was complementary to other other types in US service. Nevertheless, it showed how a versatile and reliable medium helicopter could be adapted to many roles.
Entering service in the 1950s, the type served numerous roles in the late 20th century.
The helicopters used by theFrench Army Light Aviation (ALAT), including the Sikorsky H-34, aggregated over 190,000 flying hours in Algeria (over 87,000 for the H-21 alone) and helped to evacuate over 20,000 French combatants from the combat area, including nearly 2,200 at night. By the time the war in Algeria had ended, eight officers and 23 non-commissioned officers from ALAT had been killed.
The use of armed helicopters during the Algerian War, coupled with helicopter transports which can insert troops into enemy territory, gave birth to some of the modern tactics ofairmobile warfare.[5]
U.S. Marine Corps UH-34Ds over Mekong DeltaUSMC helicopter in Vietnam
French evaluations on the reported ground fire vulnerabilities of the CH-34 may have influenced the U.S. Army's decision to deploy theCH-21 Shawnee to Vietnam instead of the CH-34, pending the introduction into widespread service of theBell UH-1 Iroquois. U.S. Army H-34s did not participate in Vietnam, and did not fly in the assault helicopter role, but a quantity were supplied to theRepublic of Vietnam Air Force (RVNAF). These saw little use due to a lack of spare parts and maintenance.[6]
U.S. Marine Corps UH-34Ds over Vietnam, 1965.
Its higher availability and reliability due to its simplicity compared to the newer helicopters led Marines to ask for it by name. The phrases "give me a HUS", "get me a HUS" and "cut me a HUS" entered the U.S. Marine Corps vernacular, being used even after the type was no longer in use to mean "help me out".[7]
USMC H-34s were also among the firsthelicopter gunships trialled in theatre, being fitted with theTemporary Kit-1 (TK-1), comprising twoM60C machine guns and two 19-shot2.75 inch rocket pods. The operations were met with mixed enthusiasm, and the armed H-34s, known as "Stingers" were quickly phased out. The TK-1 kit would form the basis of theTK-2 kit used on the UH-1E helicopters of the USMC.
An H-34 was featured in the famous early-Vietnam WarTime-Lifephoto essay "One Ride With Yankee Papa 13", photographerLarry Burrows, which depicted stages of a disastrous combat mission in which several crew were wounded or killed.[8]
The H-34 remained in service with United States Army and Marine Corps aviation units into the late 1960s; at this time it was also standard equipment inMarine Corps Reserve,Army Reserve andArmy National Guard aviation units, eventually being replaced by theUH-1 Iroquois utility helicopter. Sikorsky terminated all production activities in 1968, a total of 1,821 having been built.[9] All H-34 helicopters were retired from service in the U.S. military by the early 1970s; the type having the distinction of being the last piston-engined helicopter to be operated by the Marine Corps. On 3 September 1973, the last flight of a USMC UH-34 occurred as Bureau Number 147191 which had been formally assigned to Headquarters Squadron, FMF Pacific was flown fromQuantico, Virginia toMCAS New River to be placed on static display.[10][11]
France purchased an initial batch of 134 Choctaws; these were shipped in kit-form from the United States and locally assembled bySud-Aviation. Later, a further 166 were domestically manufactured by Sud-Aviation; these were operated by theFrench Army Light Aviation (Army),French Naval Aviation (Navy) andAir force.
The Wessex was used as an anti-submarine and utility helicopter with the Royal Navy and as a transport and search and rescue helicopter with the Royal Air Force. British Wessex saw action in several conflicts: Falklands, Oman, Borneo, Aden, etc.
The twin-turbine Wessex served into the 21st century, and was one of the longest serving and successful of the H-34 types.
Used by RVNAF 219th Squadron to insert MACV-SOG reconnaissance teams into Laos.[12]The H-34 was the primary RVNAF helicopter until replaced by the Bell UH-1 Huey.[13]
South Vietnam was taken over by North Vietnam, and the fate of these aircraft
Israeli S-58s flew numerous combat missions after the end of theSix-Day War; these missions were mainly against Palestinians infiltrating Israel or against their bases in Jordan. On 21 March 1968, various S-58s participated in theBattle of Karameh, bringing Israeli troops in and out of the theatre as well as evacuating the wounded. This was the last operation of the S-58 as it was retired shortly later, having been replaced by the newerBell 205 andAérospatiale Super Frelon.[14]
The H-34's lift capacity was just sufficient to lift aMercury space capsule. In 1961, the hatch ofMercury-Redstone 4 was prematurely detached and the capsule was filled with seawater. The extra weight was too much for the H-34 and the capsule,Liberty Bell 7, was emergency released and sank in deep water,[15] remaining on the ocean flooruntil 1999.
Sikorsky set up a production line in 1970 to remanufacture existing S-58 aircraft into the S-58T configuration, replacing theR-1820 engine with a pair ofPratt & Whitney Canada PT6T-3 Twin-Pacturboshafts; Sikorsky obtained aFederal Aviation Administrationtype certificate for the conversion in April 1971. The conversion enhanced safety, allowing the aircraft to continue flight after an engine failure, and greatly improved itshot and high performance; whereas the R-1820 could only provide full power up to an altitude of 700 ft (210 m), the paired PT-6s provide full power up to 6,000 ft (1,800 m), and an S-58T can fly at maximum gross weight up to 5,000 ft (1,500 m). The type certificate for the S-58T was sold to California Helicopter International in 1981.[16]
S-58T of New York Helicopter at 34th Street Helicopter pad in 1987
In the early 1970s, Orlando Helicopter Airways developed a novel civil conversion of the S-55/H-19, theHeli-Camper, acampervan-like conversion—featuring a built-in mini-kitchen and sleeping accommodations for four.[18] Later in that decade, Orlando developed a larger version based on the S-58 and participated in a joint effort with popular Americanrecreational vehicle (RV) manufacturerWinnebago Industries to market both aircraft as theWinnebago Heli-Home. The S-58 version featured a larger kitchenette, sleeping accommodations for six, a minibar, and an entertainment system; optional floats were offered foramphibious operations. The aircraft were featured in several American popular magazines and reportedly drew large crowds at RV shows and dealerships, but their high purchase price together with rising 1970s fuel prices resulted in very limited sales; production is not well documented but is estimated at only six or seven of the S-55 and S-58 versions combined.[19]
Three Sikorsky S-58s for evaluation by the U.S. Navy, re-designated YHSS-1 then YSH-34G in 1962.
HSS-1 Seabat
Production Anti-Submarine model for the U.S. Navy, re-designated SH-34G in 1962, 215 built
HSS-1F Seabat
One HSS-1 re-engined with two YT-58-GE as a flying test bed, re-designated SH-34H in 1962.
YHSS-1N Seabat
One HSS-1 converted as the HSS-1N prototype, re-designated YSH-34J in 1962.
HSS-1N Seabat
Night/Bad weather version of the HSS-1 with improved avionics and autopilot, re-designated SH-34J in 1962, 167 built (an addition 75 HSS-1 airframes were built to CH-34C standard for West Germany).
HUS-1 Seahorse
Utility transport version of the HSS-1 for the U.S. Marine Corps, re-designated UH-34D in 1962, 462 built
HUS-1A Seahorse
Forty HUS-1s fitted with amphibious pontoons, re-designated UH-34E in 1962.
HUS-1G Seahorse
United States Coast Guard version of the HUS-1, re-designated HH-34F in 1962, six built.
HUS-1L Seahorse
Four HUS-1s converted for Antarctic operations withVXE-6, re-designated LH-34D in 1962.
HUS-1Z Seahorse
Seven HUS-1s fitted with VIP interior for the Executive Flight Detachment, re-designated VH-34D in 1962.
Commercial designation for basic cargo variant, certified in 1956
S-58B
Commercial designation for improved cargo variant, certified in 1956
S-58C at Schreckhof airfield in warbird livery, 2016.
S-58C
Commercial passenger transport/airliner version, certified in 1956
An S-58T performing an external load operation in Dallas, Texas.A retired S-58T Twinpac, with its distinctive squared "nostrils" on the nose. On display at an Indonesian aviation Museum
S-58D
Commercial airliner/freighter version, certified in 1961
S-58E
Certified in 1971
S-58F
Certified in 1972 an increased maximum weight variant of the S-58B.
S-58G
Certified in 1972 an increased maximum weight variant of the S-58C.
S-58H
Certified in 1972 an increased maximum weight variant of the S-58D.
S-58J
Certified in 1972 an increased maximum weight variant of the S-58E
S-58T
Commercial conversion to turboshaft power usingPratt & Whitney Canada PT6T-3 Twin-Pac turboshaft with special nose cowling featuring distinctive twin rectangular air intakes, designations relate to original model:
S-58BT
Turboshaft-powered conversion of the S-58B
S-58DT
Turboshaft-powered conversion of the S-58D
S-58ET
Turboshaft-powered conversion of the S-58E
S-58FT
Turboshaft-powered conversion of the S-58F
S-58HT
Turboshaft-powered conversion of the S-58H
S-58JT
Turboshaft-powered conversion of the S-58J
Orlando Heli-Camper / Winnebago Heli-Home
RV conversion by Winnebago Industries and Orlando Helicopter, fitted with a Wright Cyclone R-1820-24 engine[19]
Orlando Airliner
Commercial conversion. 18-seat passenger transport helicopter.
French Navy helicopter H-34 and French paratroopers during a 1971 operation inChad.A Sud Aviation SA116, the H-34J of the French Air Force in 2006, now retired
27 July 1960Chicago Helicopter Airways Flight 698 a S-58C registered N879 crashed into Forest Home Cemetery,Forest Park, Illinois, United States with the loss of 11 passengers and two crew. The investigation concluded that the helicopter became uncontrollable as a result of structural disintegration in flight caused by a fatigue failure of the mainrotor blade.[45]
14 November 1971 Sikorsky SH-34J, A-062 of the Uruguayan Navy lost control after trying to lift a ground vehicle in an airshow, the helicopter fell to the ground hitting another Sikorsky SH-34J Helicopter. The broken blades flew directly into the audience of the airshow killing 8 people and severely injuring and mutilating at least 40 more. Due to the unstable political situation of the country at the time, no investigation followed the accident. Several years later, many irregularities came to light: The helicopter condition was not good when it was purchased by the Uruguayan Navy, fuel used was not appropriate, temperature on the day of the accident was too high to attempt a heavy lift, and the co-pilot of the helicopter was a fixed wing pilot with no experience in rotary wing aircraft.[46]
10 July 2002 Sikorsky S-58ET, N580US (S/N 58-1673, built 1963), struck power transmission lines with its tailwheel, ripping the aircraft in two, over Brookville Lake, Indiana. One crew member was killed; the other two crew members were rescued by boaters. The aircraft was operated by Midwest Helicopter Airways of Hinsdale, Illinois, and registered to Midwest Truxton International of Burr Ridge, Illinois. "Based on interviews with witnesses and the surviving pilots, there was no indication of any mechanical failure," said SGT. Steve Comer of the Indiana State Police. NTSB Accident Report #CHI02FA189[47]
13 March 2011 Sikorsky S-58ET, N33602, suffered an engine failure, descended and veered off the side of an office building inEl Segundo, California while lifting an external air conditioning unit from the roof. The commercial pilot was seriously injured and the helicopter was substantially damaged and consumed by a post-impact fire. The helicopter was registered to Heli Flight, Inc., and operated by Aris Helicopters.[48]
Naval 52 – SH-34J on static display atViña del Mar Airport inViña del Mar, Valparaíso. This airframe was the second of two received by theChilean Navy and was exhibited for the first time after restoration at Exponaval 2014.[50] It was previously on display at Alberto Widmer High School.[51]
HSS-1, No. 182, is on display at the Base d'aéronautique navale d'Hyères, the military part of theToulon–Hyères Airport in France.[52] Serving until 1977 with 31F squadron, it was one of the last operational H-34's inFrench Naval Aviation. Now restored, No. 182 is displayed in the typical navy blue color of theFrench navy's helicopters of this time period.[53]
A former Royal Netherlands Navy SH-34J Seabat bearing the markings of number 134 operating from Valkenburg naval air station is on display with folded rotor blades and tail in the newly opened "Nationaal Militair Museum" situated at the former airbase ofSoesterberg. Previously the aircraft was displayed in the National Air Force museum at Kamp Zeist which has since closed down.[65]
VH-34C of the Presidential Fleet. In service with the head-of-state it would have gone by callsign "Army One"; since 1976 only "Marine One" is used.Another view of the VH-34C at Pima Museum
^"H-58."Fuerza Aerea Argentina. Retrieved: 7 March 2013.
^"World Air Forces 1968",Flight International, p. 48, 11 July 1968, retrieved1 March 2013 – via Flight Global Archive.
^abcd"World Air Forces 1968",Flight International, p. 49, 11 July 1968, archived fromthe original on 12 July 2019, retrieved1 March 2013 – via Flight Global Archive
^abcd"World Air Forces 1968",Flight International, p. 51, 11 July 1968, archived fromthe original on 12 July 2019, retrieved1 March 2013 – via Flight Global Archive
^"Rotary Wing".United States Army Aviation Museum. Army Aviation Museum Foundation, Inc. Archived fromthe original on 5 November 2016. Retrieved29 October 2016.
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Gunston, Bill.An Illustrated Guide To the Israeli Air Force. London: Salamander Books, 1982.ISBN978-0-668-05506-2.
Leuliette, Pierre.St. Michael and the Dragon: Memoirs of a Paratrooper, New York: Houghton Mifflin, 1964.
Mesko, Jim:Airmobile: The Helicopter War in Vietnam. Carollton, Texas: Squadron/Signal Publications, 1984.ISBN0-89747-159-8.
Riley, David. "French Helicopter Operations in Algeria."Marine Corps Gazette, February 1958, pp. 21–26.
Shrader, Charles R.The First Helicopter War: Logistics and Mobility in Algeria, 1954–1962. Westport, Connecticut: Praeger Publishers, 1999.ISBN0-275-96388-8.
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