H-34s served, mostly as medium transports, on every continent with the armed forces of twenty-five countries. It saw combat in Algeria, the Dominican Republic, Nicaragua, and throughout Southeast Asia; other uses included saving flood victims, recovering astronauts, fighting fires, and carrying presidents. It was one of the last piston-powered helicopter designs before its replacement by turbine-powered types such as the UH-1 Huey and CH-46 Sea Knight. A total of 2,108 H-34s were manufactured between 1953 and 1970.
Sikorsky h 34 s 58jt aerial crane helicopter lift michigan avenue chicago illinois
Development
The Sikorsky S-58 was developed as a lengthened and more powerful version of the Sikorsky Model S-55, or UH-19 Chickasaw, with a similar nose, but with a tail-dragger rear fuselage and landing gear, rather than the high-tail, 4-post pattern. It retained the nose-mounted piston engine with the drive shaft passing through the cockpit 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 the United States Navy initially designated HSS-1 Seabat (in its anti-submarine configuration) and HUS-1 Seahorse (in its utility transport configuration) under the U.S. Navy designation system for U.S. Navy, United States Marine Corps (USMC) and United States Coast Guard (USCG) aircraft. The U.S. Army and Marine Corps, respectively, ordered it in 1955 and 1957. Under the United States Army's aircraft designation system, also used by the United States Air Force, the helicopter was designated H-34. The U.S. Army also applied the name Choctaw to the helicopter. In 1962, under the new unified DoD aircraft designation system, the Seabat was redesignated SH-34, the Seahorse as the UH-34, and the Choctaw as the CH-34.
Roles included utility transport, anti-submarine warfare, search and rescue, and VIP transport. In its standard configuration, transport versions could carry 12 to 16 troops, or eight stretcher cases if utilized in the MedEvac role, while VIP transports carried significantly fewer people in much greater comfort. A small fleet of H-34 helicopters served US Presidents Dwight D. Eisenhower and John F. Kennedy from 1958 to 1961 using the call sign Army One.
A total of 135 H-34s were built in the U.S. and assembled by Sud-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 the United Kingdom by Westland Aircraft as the turboshaft engined Wessex which was used by the Royal Navy and Royal 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.
Algerian War
The helicopters used by the French 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 given their lives in the course of their duties.
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 tactics of airmobile warfare that continue today.
Vietnam War
French evaluations on the reported ground fire vulnerabilities of the CH-34 may have influenced the U.S. Army's decision to deploy the CH-21 Shawnee to Vietnam instead of the CH-34, pending the introduction into widespread service of the Bell UH-1 Iroquois. U.S. Army H-34s did not participate in Vietnam, and did not fly in the assault helicopter role, however a quantity were supplied to the Army of the Republic of Vietnam. These saw little use due to a lack of spare parts and maintenance.
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".
USMC H-34s were also among the first helicopter gunships trialled in theatre, being fitted with the Temporary Kit-1 (TK-1), comprising two M60C machine guns and two 19-shot 2.75 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 the TK-2 kit used on the UH-1E helicopters of the USMC.
An H-34 was featured in the famous early-Vietnam War Time-Lifephoto essay "One Ride With Yankee Papa 13", photographer Larry Burrows, which depicted stages of a disastrous combat mission in which several crew were wounded or killed.
Post-Vietnam War
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 in Marine Corps Reserve, Army Reserve and Army National Guard aviation units, eventually being replaced by the UH-1 Iroquois utility helicopter. Sikorsky terminated all production activities in 1968, a total of 1,821 having been built. 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 from Quantico, Virginia to MCAS New River to be placed on static display.
France
France purchased an initial batch of 134 Choctaws; these were shipped in kit-form from the United States and locally assembled by Sud-Aviation. Later, a further 166 were domestically manufactured by Sud-Aviation; these were operated by the French Army Light Aviation (Army), French Naval Aviation (Navy) and Air force.
United Kingdom
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.
South Vietnam
The H-34 was the primary VNAF helicopter until replaced by the Bell UH-1 Huey.
Israel
Israeli S-58s flew numerous combat missions after the end of the Six Days War; these missions were mainly against Palestinians infiltrating Israel or against their bases in Jordan. On 21 March 1968, various S-58s participated in the Battle 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 newer Bell 205 and Aérospatiale Super Frelon.
Civilian use
The H-34's lift capacity was just sufficient to lift a Mercury space capsule. In 1961, the hatch of Mercury-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, remaining on the ocean floor until 1999.
U.S. Army version of the HSS-1 powered by a 1,525 hp R-1820-84, re-designated CH-34A in 1962, 359 built and 21 transferred from the U.S. Navy.
JH-34A
Designation for H-34A used for weapon tests.
VH-34A
Staff transport conversions of H-34A.
H-34B
H-34As converted with detail changes, became CH-34B in 1962.
H-34C
H-34B design with detail changes converted from H-34As, became CH-34C in 1962.
JH-34C
Designation for CH-34C used for weapon tests.
VH-34C
Staff transport conversions of CH-34C.
HH-34D
Designation applied to aircraft given USAF serials to be transferred under MAP and MDAP.
LH-34D
HUS-1L re-designated in 1962
UH-34D
HUS-1 re-designated in 1962 and 54 new build.
VH-34D
HUS-1Z re-designated in 1962
UH-34E
HUS-1A re-designated in 1962
HH-34F
HUS-1G re-designated in 1962
YSH-34G
YHSS-1 re-designated in 1962
SH-34G
HSS-1 re-designated in 1962
SH-34H
HSS-1F re-designated in 1962
YSH-34J
YHSS-1N re-designated in 1962
SH-34J
HSS-1N re-designated in 1962
UH-34J
SH-34J without ASW equipment for cargo and training purposes.
HH-34J
Ex-USN UH-34Js operated by the U.S. Air Force
VH-34J
Staff transport conversions of SH-34J.
XHSS-1 Seabat
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.
Four HUS-1s converted for Antarctic operations with VXE-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.
CH-126
Canadian military designation for the S-58B.
S-58A
Commercial designation for basic cargo variant, certified in 1956
S-58B
Commercial designation for improved cargo variant, certified in 1956
S-58C
Commercial passenger transport/airliner version, certified in 1956
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 using Pratt & 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-converstion of the S-58B
S-58DT
Turboshaft powered-converstion of the S-58D
S-58ET
Turboshaft powered-converstion of the S-58E
S-58FT
Turboshaft powered-converstion of the S-58F
S-58HT
Turboshaft powered-converstion of the S-58H
S-58JT
Turboshaft powered-converstion of the S-58J
Orlando Heli-Camper
RV conversion by Winnebago Industries and Orlando Helicopter, fitted with a Wright Cyclone R-1820-24 engine.
Orlando Airliner
Commercial conversion. 18-seat passenger transport helicopter.
Westland Wessex
Licence production and development in the United Kingdom.
27 July 1960 Chicago 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 main rotor blade.
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, IL and registered to Midwest Truxton International of Burr Ridge, IL. "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
13 March 2011 Sikorsky S-58ET, N33602, suffered an engine failure, descended and veered off the side of an office building in El Segundo, California, while lifting an external air conditioning unit from the roof. The commercial pilot was seriously injured, 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.
Aircraft on display
Chile
Naval 51 – SH-34J under restoration at Museo Nacional Aeronáutico y del Espacio de Chile in Santiago, Santiago. This airframe was the first of two received by the Chilean Navy and was displayed for many years in the wrong paint scheme.
Naval 52 – SH-34J on static display at Viña del Mar Airport in Viña del Mar, Valparaíso. This airframe was the second of two received by the Chilean Navy and was exhibited for the first time after restoration at Exponaval 2014. It was previously on display at Alberto Widmer High School.
France
HSS-1, No. 182, is on display at the Base d'aéronautique navale d'Hyères, the military part of the Toulon–Hyères Airport in France. Serving until 1977 with 31F squadron, it was one of the last operational H-34's in French Naval Aviation. Now restored, No. 182 is displayed in the typical navy blue color of the French navy's helicopters of this time period.
Germany
80+73 – SH-34G on static display at the Deutsches Museum in Munich, Bavaria.
81+09 – H-34 GIII on static display at the Hubschraubermuseum Bückeburg in Bückeburg, Lower Saxony.
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 of Soesterberg. Previously the aircraft was displayed in the National Airforce museum at Kamp van zeist which has since closed down.
147171 – UH-34D on static display on the flight deck of the USS Yorktown at the Patriots Point Naval & Maritime Museum in Charleston, South Carolina.
147191 – VH-34D is on static display at the New River Aviation Memorial at the front gate of Marine Corps Air Station New River in Jacksonville, North Carolina. This airframe was the last flying US Marine Corps H-34 in 1973. It is painted with tail markings both for HMX-1 and MCAS New River.
150227 – UH-34D on static display at the National Museum of Naval Aviation in Pensacola, Florida.
150255 – UH-34D on static display at the Wings and Rotors Air Museum in Murrieta, California.
150553 – UH-34D on static display at the USS Hornet Museum in Alameda, California. This airframe entered service in August 1963 and was donated to the museum in 2003 by the Pima Air and Space Museum.
57-1684 – VH-34C on static display at the Pima Air and Space Museum in Tucson, Arizona.
57-1698 – CH-34A on static display at the Allegheny Arms & Armor Museum in Smethport, Pennsylvania. This airframe was previously on display at the Intrepid Sea, Air & Space Museum in New York, New York.
