Daily Archives: March 13, 2017

13 March 1977

The number 2 Sikorsky S-76 makes teh type's first flight, 13 March 1977. (Sikorsky Historical Archives)
The number 2 Sikorsky S-76 prototype, s/n 76002, makes the type’s first flight, 13 March 1977. (Sikorsky Historical Archives)

13 March 1977: The Sikorsky S-76A Spirit prototype made its first flight at the company’s Development Flight Center, West Palm Beach, Florida (06FA). This was the number two aircraft, serial number 76002, registered N762SA. Sikorky’s chief pilot, John Dixson, and S-76 program test pilot Nicholas D. Lappos were in the cockpit.

Test pilot Nick Lappos is congratulated following teh first flight of the Sikorsky S-76, 13 March 1977. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)
Test pilot Nick Lappos is congratulated following the first flight of the Sikorsky S-76, 13 March 1977. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

The Sikorsky S-76A is a twin-engine medium helicopter designed to carry up to 12 passengers 400 nautical miles (460.3 statute miles, 740.8 kilometers) for the offshore oil industry. It is flown by two pilots and is certified for instrument flight. The helicopter can be configured to carry up to thirteen passengers.

The S-76 is used as a passenger transport, executive or VIP aircraft, and in law enforcement, search and rescue or military service. It is also widely used as a medical transport.

In 1979, Sikorsky proposed the new helicopter for consideration as the U.S. Coast Guard Short Range Recovery Helicopter, along with competitors Aérospatiale and Bell Helicopter. The S-76 was considered to be the most suitable of the three but the company withdrew before any contract was awarded. The Aérospatiale SA-365 Dauphin variant was finally selected and became the MH-65 Dolphin.

Air Logistics accepted the first Sikorsky S-76A production helicopter 27 February 1979. (Sikorsky, a Lockheed Martin Company)
Air Logistics accepted the first Sikorsky S-76A production helicopter 27 February 1979. (Sikorsky, a Lockheed Martin Company)

The S-76A has an overall length of 52 feet, 6 inches (16.002 meters) with rotors turning, and overall height of 14 feet, 6 inches (4.420 meters). The S-76A had an empty weight of 7,132 pounds (3,235 kilograms) and a maximum gross weight of 10,500 pounds (4,763 kilograms).

The four bladed, fully-articulated main rotor has a diameter of 44 feet, 0 inches (13.411 meters). The main rotor hub is constructed of forged aluminum and uses elastomeric bearings to allow for blade flapping and lead-lag. The blades are made of composite materials formed around a hollow titanium spar. The blade tips are swept to reduce the formation of blade tip vortices. Each blade is 19 feet, 11¾ inches long. The main rotor turns counter-clockwise, as seen from above. (The advancing blade is on the right.) At 107% NR, the maximum speed with power on, the rotor turns 313 r.p.m.

A four-bladed tail rotor with a diameter of 8 feet, 0 inches (2.438 meters) is mounted on the left side of a pylon in a pusher configuration. The tail rotor turns clockwise as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.)

A Sikorsky S-76A in flight over the City of new York. (Sikorsky, a Lockheed Martin Company)
A Sikorsky S-76A in flight over the City of New York. (Sikorsky, a Lockheed Martin Company)

The S-76A was originally powered by two Allison 250-C30 turboshaft engines mounted side-by-side, behind the main transmission. The engines were rated at 557 shaft horsepower (maximum continuous power). 100% torque is 564 foot-pounds. Later production models have used Turbomeca and Pratt & Whitney Canada engines.

The S-76A has a cruise speed and maximum speed (VNE) of 155 knots (178 miles per hour, 287 kilometers per hour). (The helicopter’s cruise speed is the same as its maximum.) The service ceiling is 15,000 feet (4,572 meters). The maximum altitude for takeoff and landing is 6,900 feet (2,103 meters).

The Sikorsky S-76 remains in production, with more than 1,100 helicopters built. There were 307 S-76A and S-76A+ variants produced, followed by the S-76B, S-76C, -C+ and -C++. The current production model is the S-76D.

Sikorsky S-76D N7621Y, c/n 761021. (Sikorsky, a Lockheed Martin Company)

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

13 March 1928

Eileen M. Vollick with W. Fleming in a Jack Elliott Air Service airplane at Hamilton, Ontario, Canada, ca. 1927–28. (Canada Aviation Museum)
Eileen M. Vollick with W. Fleming in a Jack Elliott Air Service airplane at Hamilton, Ontario, Canada, ca. 1927–28. (Canada Aviation Museum)
Eileen Vollick
Eileen Vollick

13 March 1928: At Hamilton, Ontario, Canada, Miss Eileen M. Vollick passed her flight test in a Curtiss JN-4 Canuck, and was issued license number 77. She was the first woman licensed as a pilot in Canada.

The following is an article written by Eileen Vollick, prior to her death in 1968 (photographs are from various other sources):

Owen Sound Sun Times

How I became Canada’s first licensed woman pilot
EILEEN M. VOLLICK
Wednesday, August 6, 2008 10:38:00 EDT AM

“Opportunity” was calling in a thousand forms, in a new and thrilling and expanding industry- viz-commercial aviation, and I felt the urge to fly, to become a pioneer and blaze the trail for the women of my country.

Early in March, 1927, Jack V. Elliot, pioneer of commercial aviation in Canada, opened his school and clubhouse at a place called Ghent’s Crossing, overlooking Hamilton Bay. The story of that flying school and clubhouse, the first of its kind in the Dominion, will be handed down to posterity, not only on account of its pioneer proprietor, but for the reason that in the pages of Canadian Aeronautical history will be found the names of young men and incidentally one woman, whose vocations were founded on faith and the future destiny of aviation in our country’s commercial life.

A Curtiss JN-4 Canuck at the Elliott Air Service hangar, Hamilton, Ontario, Canada. (National Aviation Museum)
A Curtiss JN-4 Canuck at the Elliott Air Service hangar, Hamilton, Ontario, Canada. (National Aviation Museum)

My home at that time was on the Beach, and from my bedroom window I could see the activities going at the aerodrome, the cutting down of trees, the dumping of load after load of cinders, to make the track or runway, the building of the hangars, and finally the installing of the planes. Each day as I drove my car past the aerodrome a small still voice whispered “Go ahead, brave the lion in his den and make known your proposition to him.”

I proposed to learn to fly, and fearful of being turned down or laughed at (women had not then entered into this man’s game in Canada.) I hesitated, wondering how much courage or talent was required to fly an airplane. I have never been afraid to go after anything I wanted and to stay until I got it, so, as “the whispering voices”ne day I ventured into the proprietor’s den, and asked him: — “Can a girl learn to fly.” He simply smiled, thinking doubtless I was looking for a thrill, but I soon convinced him I was in earnest, and later I met the Controller of Civil Aviation, Flt. Lieut. A. T. Cowley of Ottawa, who advised me to write the Government for permission to learn to fly commercially, no woman in Canada had previously made such application, and Mr. Elliot was doubtful of my success. However, on June 14th, 1927, I was advised from Ottawa that the matter had been fully considered and in future certificates would be granted to women providing they passed the necessary tests and had reached the age of 19 years, and though it was through my efforts women were admitted into the flying game at Ottawa, had I not been first, some other enterprising girl would have paved the way to put Canadian women on a par with other countries.

I was only 18 years old at that time and could not qualify but with the official benediction over my head I made arrangements with Mr. Elliot and became an ardent disciple of his school.

The instruction planes at the Elliot Air Service have a dual control and by means of specially constructed earphones on the helmet the pilot gives his instructions to the student flyer.

My first flight in the air was an epoch of my life never to be forgotten, no matter what I may achieve in the future the exhilaration of that flight will linger when all others are merely an event.

The pilot who took me aloft thought he would either frighten me or find out how much courage I possessed, for though it is against the rules to “stunt” with a passenger, it is of great value for a student and a necessary adjunctive. By “stunts” I mean “spins,” “loops,” “zooms,” all very thrilling and decidedly the acid test for a new flyer, and I got mine for half an hour, satisfying my instructor as to my flying ability.

DESCRIPTION OF MISS VOLLICK’S FIRST FLIGHT

Eileen Vollick
Eileen Vollick

“As I sat in the cockpit I felt quite at home, fear never entered my head and when I saw the earth recede as the winged monster roared and soared skyward, and the familiar scenes below became a vast panorama of checker- boarded fields, neatly arranged toy houses, and silvery threads of streams, the pure joy of it, gave me a thrill which is known only to the air-man who wings his way among the fleecy clouds. Perhaps the most trying sensation of a flight comes at the close, when the plane glides rapidly earthward and one feels that familiar “elevator” feeling but even that sensitiveness passes away after a few flights. A spin or a loop, though significantly spectacular from below, is a simple stunt to the aeronaut and easy to accomplish. In flying the most important factors are “taking off” and “landing.” Anyone can fly straight and keep towards the horizon, but rising from the ground and returning, is a different matter. These two factors are important tests when the government inspector examines a pilot for his or her license.”

Aviation always had a fascination for me even before I realized what a great thing had been accomplished when a motor driven vehicle could be propelled at great speed through the air, and when I actually became an active member in the field my enthusiasm knew no bounds.

I would like to write here, that, when I entered the school of aeronauts I mixed exclusively with men, no other girl or woman attended the lectures, entered the hangars or worked around the planes but myself, and from the first day when I became a student with the cadets, to the time I received my pilot’s license on March 13, 1928, there was not a man amongst them who failed to remember my sex, nor one who spoke a disrespectful word to me, yet at the same time I was one of them, joined in their discussions, donned overalls and often looked more grimy and greasy than the rest. Truly the air-men are gentlemen. Their ambitions were my ambitions, their success was my success, and each one was as eager as the other to help me in any difficulty, I had confidence in them which was never misplaced, and in the years to come when aeronautics are intelligently understood and acknowledged by the world at large, and I am only one amongst thousands of my sex who are trained flyers, my thoughts will revert to the days when I was a student flyer, and I can say then, with all my heart, “happy days, loyal friends.”

I must mention my first instructor Pilot Earl Jellison, under whose guidance I stored away knowledge which later proved invaluable. Writing from Vancouver where he was stationed Pilot Jellison sent congratulations on my success and wrote as follows: “I was very pleased with your ability last summer, and I think you know something of the confidence I had in you when you walked out on the wing to do your famous ‘parachute jump’ into Hamilton Bay.” This incident happened soon after I started to fly, and it takes a great deal of confidence to walk the wing of an airplane and jump into space, especially when the controls are in the hands of a strange pilot, but I felt no fear and evidently he felt none. A flyer must never make acquaintance with “fear” if he or she wants to become a successful pilot. I have never felt afraid, flying high or low, over land or water, and though I began my flying lessons in summer it was off the ice on Hamilton Bay that I took my solo flight, and passed the government tests. As a proof that my sense of “fear” is small, when I took the parachute jump from the wing of the plane into the waters of Hamilton Bay, from an altitude of 2,800 feet, it was a record, being the first Canadian girl to leap from a plane into water. Parachute work, however, was not my ambition. I wanted to fly.

The first Curtiss JN-4 Canuck built by Canadian Aeroplanes Limited, 1917. (Canada Aviation Museum)
The first Curtiss JN-4 Canuck built by Canadian Aeroplanes Limited, 1917. (Canada Aviation Museum)

The summer months passed too quickly. October came, and flying days were drawing to a close at the airport. Soon, the family of cadets would move from the Beach to the city . . . The first week of the New Year saw me down at the winter quarters, situated at the extreme end of Hamilton Bay, in the north section of the city. And I began the most strenuous hard work I have done during the nineteen years of my life.

The oracle of “early morning flying” is an open sesame if the student-flyer wants to become a real success, and after several flights off the ice on Hamilton Bay, I made arrangements with my instructor Pilot Richard Turner, to fly as early as possible.

This necessitated some of the mechanical crew being down at the airport long before the sun rose in the horizon to fuel the plane and warm up the motor ready for flight. It is said that an aviator or aviatrix must be ready at all times day or night whenever a call comes, and this creed is thoroughly instilled into the minds of each student. So up in the morning early, long before the streets were warmed I left my cosy cot, drove my faithful old Ford down to the airport, donned a flying-suit and with the tang of ice and frost upon pilot, plane and student, we rose from the hardened ground, and winged our way over the icy Bay, across the cold waters of Lake Ontario, back to the city, then after “landing” and “rising” several times, we flew back to port, full of early morning pep, which the sluggard abed can never fully comprehend. Once more aboard my car and back home to breakfast. Eight a. m. found me on my way to the Hamilton Cotton Co., where I was textile analyst and an assistant designer.

Flying is, and always will be, my uppermost thought, yet I never neglected my duties at the office, and when Alan V. Young, President of the Cotton Co. gave me leave of absence to try my examination tests, the time off had been well earned.

Flying in the air is not the only qualification for a pilot, he or she must have a theoretical as well as a mechanical knowledge of aircraft. Lectures for students are given three times weekly at night and students must attend regularly or lose some important part of their training. I never missed a lecture, in fact when the Aero-Club of Hamilton started their lectures at the Technical School, I made a point to attend both. I was out for knowledge on aircraft. Performance is the supreme test, and the time was drawing close when I had to prove my worth or fall down in my tracks. I was ready for a cross-country flight, which is one of the government requirements. Tuesday, February 28th, was a bright, clear, cold day, ideal flying weather, and I was bound on a glorious adventure, my cross-country test flight. Accompanied by Pilot R. Turner, we left Hamilton early in the morning, arrived at St. Thomas; landed safely at McManus Field, refuelled the plane and took off for Hamilton, completing the round trip in 2 hours and 25 minutes. After more landings, a lesson or two on the use of skiis . . . and the eventful day finished.

The government inspector had arrived and the cadets waited anxiously. Before a license can be issued, the pilot must make four landings, from a height of 1,500 feet, within 150 feet of a spot designated on the ground, one landing from 5,000 feet with the motor shut off, five figure 8 (eight) turns between two designated marks, and a 175-miles cross-country flight. The day previous to the tests I had the extreme pleasure of taking Captain G. B. Holmes, Government Inspector, for a flight, and he gave me great credit for the able manner in which I handled the plane. On March 13, 1928, (lucky day for me) along with ten other cadets of the Elliot Flying School, I successfully passed the Government Civil Aviation examination, making three three-point landings on the ice with skiis, in place of wheels, to the utmost satisfaction of Captain Holmes, and the hearty congratulations of my instructors, and fellow students.

They give credit, these loyal air-men, for having an iron nerve, and skill of an old war time pilot, “nerve” is a natural gift from God. “Skill,” I owe to my instructors, I have had three of whom I cannot speak too highly, Pilots Earl Jellison, Lennard Tripp, and Richard Turner whose invaluable assiduous instruction and help, enabled me to earn the proud title of “Canada’s First Licensed Woman Pilot” and made my dreams come true.

http://www.owensoundsuntimes.com/2008/08/06/how-i-became-canadas-first-licensed-woman-pilot

An original 1917 Curtiss JN-4C Canuck
An original 1917 Curtiss JN-4C Canuck. (Unattributed)

© 2016, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather