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HELICOPTER AIR SERVICE PROGRAM     163

Statement of Paul W. Holt, Division Vice President—Programs, Sikorsky Aircraft Division, Union Aircraft Corp., Before Independent Offices Subcommitter, Committee on Appropriations, U.S.Senate, October 28, 1963

My name is Paul W. Holt. I am division vice president—programs, Sikorsky Aircraft Division, United Aircraft Corp. I have been employed by Sikorsky Aircraft in the helicopter business for over 21 years. During this period I have been closely associated with both our military and commercial helicopter airlines are making to the defense effort. My testimony will deal with the economics contributions to the Department o Defense by scheduled helicopter airlines.  

INTRODUCTION

It has long been recognized that the military services derived substantial economic benefits from the operating experience of the scheduled helicopter airlines. However, due to the technical nature of these benefits and due to the difficulty in developing precise calculations as to the dollar value of these benefits, the industry is aware that these benefits have not received extensive publicity and, in particular, very little attempt has been made to measure the magnitude of the contribution of the scheduled helicopter airlines. Therefore, in this presentation specific examples will be shown of how the scheduled airlines have made significant contributions to the U.S. military services in two broad areas. 

I. SAVINGS AND BENEFITS TO THE U.S. MILITARY ACHIEVED THROUGH PRIOR DESIGN AND DEVELOPMENT OF COMPONENTS AND SYSTEMS FOR COMMERCIAL USERS

In 1962 the U.S. Air Force decided to make an initial procurement of twin-turbine helicopters. Due to budget limitations and the requirement for early delivery, it was necessary for the Air Force to procure a helicopter with "off the shelf" components and with minimum design changes.
Sikorsky was able to deliver to the U.S. Air Force the S-61R because of the prior experience of designing, developing, service testing and operating experience of the S-61L commercial helicopter now in service with Los Angeles Airways. The following are examples of the S-61R (USAF CH-3C) design which have been derived directly from the development of the S-61L commercial helicopter. 

Cabin extension

The U.S. Air Force's S-61R required a 39.5-inch longer cabin than other military versions of the S-61 series. Inasmuch as the S-61L had already been certified with a 50-inch longer cabin, exhaustive flight testing to determine c.g. limits and control variations has been unnecessary.

Large area tail stabilizer

To provide greater aerodynamic stability and control, a 27-square-foot-tail stabilizer had been developed, tested, and certified for the S-61L. This same stabilizer is now used on the USAF S-61R.

Cockpit instrumentation and layout

FAA approval of the S-61L cockpit has facilitated the similar installation and certification program of the USAF S-61R helicopter.

Main rotor blade inspection method 

The S-61L helicopter was the first user of "BIM" rotor blades—unique blade inspection method for rotor blades which has extended the usable life limit of rotor blades by a substantial margin. This system is now being introduced in military helicopters.

Long life tail rotor assembly 

A new, long-spindle tail rotor assembly was introduced on the S-61L helicopter resulting in a 1,000-hour time-between-overhaul component. This same principle is now in use on the USAF S-61R.

In addition to these items introduced on the USAF S-61R, numerous other developments from the S-61L have been put into service on the U.S. Army and