S-61 SeaKing
Join Date: Jun 2005
Location: The Netherlands
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Schreiner flies 2 now, one has gone to England, from there it will get a boat ride to Canada. Get some maintanance and will then go to Asia for CHC global, if I'm correct.
Join Date: Aug 2001
Location: Cornwall
Age: 75
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Dear Old Lady
I had the pleasure of taking PH-NZK from Halifax to Part Alberni on Vancouver Island . Great trip, took 5 days with great scenery all the way. Canada! - What a place, magnificent.
The dear old lady is now in the safe hands of Wayne Coulson and his boys at Coulson Aircrane where she will get a major overhaul before her next assignment.
Would be nice the see the S61 get a new lease of life and keep us old buggers in business
Sorree...... thanks CYCLIC HOTLINE... my fading memory already
The dear old lady is now in the safe hands of Wayne Coulson and his boys at Coulson Aircrane where she will get a major overhaul before her next assignment.
Would be nice the see the S61 get a new lease of life and keep us old buggers in business
Sorree...... thanks CYCLIC HOTLINE... my fading memory already
Last edited by Geoffersincornwall; 25th Sep 2005 at 20:29.
Join Date: Mar 2004
Location: Malaysia
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Not a dry eye in the house. Any interesting historical pics anyone?
Sadly, although Frank Carson has put a lot of effort into improving the old girl, can he really improve on the maintenance costs and spare parts problems? Perhaps Carson 61's can find a living load-lifting, fire-fighting, logging etc.
What do others think?
Sadly, although Frank Carson has put a lot of effort into improving the old girl, can he really improve on the maintenance costs and spare parts problems? Perhaps Carson 61's can find a living load-lifting, fire-fighting, logging etc.
What do others think?
Join Date: May 2005
Location: Europe trying to enjoy retirement “YES”
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Hi all S61 Buffs, can’t resist to comment. She is properly the best and greatest respected and most welcome lady; any old and not so bold have known. It’s like pulling on an old and comfortable pair of slippers when you fly, she has a forgiving nature and will let you know if you are taking advantages. She well deserves a new frock and a nice but reserved face-lift. But don’t change the basic lady.
Outhouse.
Outhouse.
Join Date: Apr 1999
Location: vocation
Age: 57
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My favourite helicopter for the following reasons:
A cockpit, no... change that, a ...flightdeck big enough to be able to put your feet up in.
Windows you can hang your arms out of.
Stairs to walk up to get into the aircraft, as opposed to climbing up on skids.
A cabin tall enough for a short@rse like me to walk down without having to stoop.
Never misbehaves, and engines just that little bit underpowered so you don't get cocky.
The tailwheel lock pins make good bottle openers. (I'm sure there are S61 drivers who haven't broken the tail wheel lock pin, but I'm not one of them).
A cockpit, no... change that, a ...flightdeck big enough to be able to put your feet up in.
Windows you can hang your arms out of.
Stairs to walk up to get into the aircraft, as opposed to climbing up on skids.
A cabin tall enough for a short@rse like me to walk down without having to stoop.
Never misbehaves, and engines just that little bit underpowered so you don't get cocky.
The tailwheel lock pins make good bottle openers. (I'm sure there are S61 drivers who haven't broken the tail wheel lock pin, but I'm not one of them).
Join Date: Sep 2005
Location: Beccles
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Having flown both NZD and NZK during this last year I have photographs (JPEG) of both. NZD at Ceuta & Malaga last summer, and NZK at Halifax docks, Halifax intl, Sherbrooke, North Bay, Wawa, Thunder Bay, Kenora, Winnipeg, Brandon, Swift Current, Calgary, Kamloops and Port Alberni this summer. If anyone would like to post them let me know.
Rumours abound over what will happen to the Brunei 61s when the 92's arrive. Unlikely they will be flight-ferried as the centre tanks have been removed. (max endurance 2hr 17mins).
Rumours abound over what will happen to the Brunei 61s when the 92's arrive. Unlikely they will be flight-ferried as the centre tanks have been removed. (max endurance 2hr 17mins).
Hi Gerry
You have to let me know what the rumours are for the V8- S61s, then perhaps I can make it happen
At the moment there isn't anything definitive as to what we're going to do with them.
Look after yourself
You have to let me know what the rumours are for the V8- S61s, then perhaps I can make it happen
At the moment there isn't anything definitive as to what we're going to do with them.
Look after yourself
Join Date: Jul 2005
Location: Ask OPS!
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Love the tail lock pin one!
I'm in the club as well, my keyring is the remains of the one I left on the runway after trying to turn off without making sure the bugger was out!!!
Great machine, a real queen of the skies and hopefully will be for a few years yet.
I'm in the club as well, my keyring is the remains of the one I left on the runway after trying to turn off without making sure the bugger was out!!!
Great machine, a real queen of the skies and hopefully will be for a few years yet.
Join Date: Jul 2002
Location: Downwind
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All right, you've got me convinced it's a great bus. Now for the hard bit, I've decided to guess how much it costs to operate one of the old girls.
How about US$1500 - $2000 an hour?
I've taken an extrapolation of published fuel burn, component life, engine overhaul costs, added them together, simmered for about 6 seconds and pulled the figure out of my @r5e. How close am I?
How about US$1500 - $2000 an hour?
I've taken an extrapolation of published fuel burn, component life, engine overhaul costs, added them together, simmered for about 6 seconds and pulled the figure out of my @r5e. How close am I?
Join Date: Aug 2003
Location: LOS
Age: 67
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Can anyone out there post some hard numbers from the Carson blade supplement? Specifically WAT chart. For example what is the CAT A takeoff weight for 28 degs at sea level.
Thanks
Thanks
It's not just an adventure....
it's just a job!
Join Date: Nov 2000
Location: Philippines
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Phil Kemp,
Are you not referring to the S61-N Shortsky? This the N model with the fuselage plug (54" I think) removed. I have yet to see an H3A (CH124A, S61A) in Civil service.
Cheers,
OffshoreIgor
Are you not referring to the S61-N Shortsky? This the N model with the fuselage plug (54" I think) removed. I have yet to see an H3A (CH124A, S61A) in Civil service.
Cheers,
OffshoreIgor
Sorry, the link didn't work, you'll have to click to see it.
Just like this one! There are quite a few of them flying around in the US commercial marketplace (maybe 10 or so). They have been flying around since the late 60's, although it is really in more recent times they have become much more common.
Here's a couple of them together!
Sikorsky delivered only one commercial S61A, (N318Y) to Utility Helicopters. All the others are former military aircraft. All are Restricted Category. The later ships are SH-3G/H models, but were configured back to the Sikorsky S61A Type Certificate - this is no longer possible, so there are a number of "new" S61A and H-3 variant Type Certificates out there.
N3173U is nowadays back with Carson and is sporting some nice looking new blades
and a belly tank these days! These modified commercial machines have the "H" model pylon, allowing the use of long (ribbed) tail rotor blades, and utilise all commercial S61 components and CT-58 engines. A few strategic structural upgrades that eliminate all the problem areas in the MGB support area and tailcone attachment. New wiring, strip out everything not required, fixed gear and you will show up in the mid 10K's empty weight range if you have Carson Blades and a Kawac hydraulic system. I have seen them weigh in under 10,000 pounds before though!
The short "N" models weigh slightly more, but basically the same aircraft! I operated "A"'s and short "N"'s side by side for many years, and both were configured identically other than the parts specific to the "A" model configuration.
Just like this one! There are quite a few of them flying around in the US commercial marketplace (maybe 10 or so). They have been flying around since the late 60's, although it is really in more recent times they have become much more common.
Here's a couple of them together!
Sikorsky delivered only one commercial S61A, (N318Y) to Utility Helicopters. All the others are former military aircraft. All are Restricted Category. The later ships are SH-3G/H models, but were configured back to the Sikorsky S61A Type Certificate - this is no longer possible, so there are a number of "new" S61A and H-3 variant Type Certificates out there.
N3173U is nowadays back with Carson and is sporting some nice looking new blades
and a belly tank these days! These modified commercial machines have the "H" model pylon, allowing the use of long (ribbed) tail rotor blades, and utilise all commercial S61 components and CT-58 engines. A few strategic structural upgrades that eliminate all the problem areas in the MGB support area and tailcone attachment. New wiring, strip out everything not required, fixed gear and you will show up in the mid 10K's empty weight range if you have Carson Blades and a Kawac hydraulic system. I have seen them weigh in under 10,000 pounds before though!The short "N" models weigh slightly more, but basically the same aircraft! I operated "A"'s and short "N"'s side by side for many years, and both were configured identically other than the parts specific to the "A" model configuration.
Join Date: Aug 2001
Location: Cornwall
Age: 75
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Dear Old 61 again
I once lifted a 6000 pound load in Glasgow with an egg-cup full of fuel and if the old lady can do better than that then I´ll be very surprised. The Sea King didn`t have a low response frame and from memory 6000 lbs was what that could lift.
GiC,
The ASW SK was somewhat limited (you're right, 6000lb was about it) with so much ASW kit onboard. ISTR about 13000lb+ as an empty weight, mauw then was 20500lb, not a lot to spare! We were tasked to pick up a couple of Speys out of Gan in their stands, easily 6k, the only way we managed was about 30min of fuel, and 0600 when the temp was still below 30C 
No doubt the junglie SK's have a much better capability. Re the Carson S61's they put a couple in here a year or so ago, a chum who got endorsed reckoned they could cruise pretty close to Vne, but with max forward cyclic. I wonder what that does for the flight control run and head, in the long run?
The ASW SK was somewhat limited (you're right, 6000lb was about it) with so much ASW kit onboard. ISTR about 13000lb+ as an empty weight, mauw then was 20500lb, not a lot to spare! We were tasked to pick up a couple of Speys out of Gan in their stands, easily 6k, the only way we managed was about 30min of fuel, and 0600 when the temp was still below 30C
No doubt the junglie SK's have a much better capability. Re the Carson S61's they put a couple in here a year or so ago, a chum who got endorsed reckoned they could cruise pretty close to Vne, but with max forward cyclic. I wonder what that does for the flight control run and head, in the long run?
Join Date: Oct 2004
Location: England
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Sea King light show?
Last evening saw a Sea King making majestic progress accross the sky just east of Harrogate. . . .but with a difference. On the port side, approx at the rear observers window was a VERY bright white light ! As the helo passed over the light grew in intensity such that it was brightest when viewed FROM rear three quarters position and then faded somewhat.
Clearly some A/c mounted light, but I've not seen this on a SK before? As it was almost dark difficult to see type of SK, but don't think it was RAF yellow and NOT an S-61.
FS
Clearly some A/c mounted light, but I've not seen this on a SK before? As it was almost dark difficult to see type of SK, but don't think it was RAF yellow and NOT an S-61.
FS
Join Date: Feb 2003
Location: UK
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The RAF Sea Kings have a moveable spotlight behind the port rear bubble window. It has been there for a number of years and is used both for searching and also for showing up the rotor disc at night. The power of the light is the same as the pilots' moveable landing lights I believe.
