The Omega BS-12 was a utility helicopter with high ground clearance designed to carry loads behind the cabin at, or near, the center of gravity.[1] It was one of the early twin engine designs to be developed, and had a unique pod-and-boom style design similar to the later Sikorsky S-60
| Omega BS-12 | |
|---|---|
| Role | Helicopter |
| National origin | United States of America |
| Manufacturer | Omega Aircraft Corp, Allied Aero Industries, ADRC |
| Designer | Bernard W Sznycer |
| First flight | December 29, 1956 |
| Introduction | 1958 |
| Number built | at least 4 |
| Developed from | Sznycer SG-VI-E (a.k.a. Sznycer-Gottlieb SG-VI) |
The manufacturer went bankrupt before it entered full production, even though the prototypes were successfully completed with some order after being certified.
The design is noted for pioneering twin-engine utility helicopter design for a variety of commercial uses.[2]
Design & development
editBernard Sznycer, designer of the Sznycer SG-VI, the first helicopter certified in Canada, set up the Omega Aircraft Corporation, based at New Bedford, Massachusetts in December 1953, with himself as President and Chief Designer of the company.[3][4] Omega's first design was a twin-engined flying crane / utility helicopter, intended to be inexpensive to produce and relatively cheap to operate.[3][5]
The helicopter was of conventional layout, with a single four-bladed lift rotor and a two bladed anti-torque rotor. Its fuselage was of pod-and-boom layout, with a small enclosed crew cabin forward connected to an uncovered steel tube tail boom. Cargo, either a slung load or in a pre-loaded pod, could be carried between the crew cabin and the undercarriage mainwheels, while it was planned to also provide a pod to carry passengers. It was powered by twin piston engines mounted horizontally on either side of the main gearbox.[3][6][7]
Operational history
editThe first example made its maiden flight on December 29, 1956.[3] The type was certified by the Federal Aviation Administration in April 1961.[3] Omega planned to build an initial batch of 25 BS-12-D-1s, which were priced at $77,500, with production gradually building up from one per month.[8] Although Omega received orders for several BS-12s following certification, shortages of funds stopped production, and Omega entered into bankruptcy in July 1962.[9] Omega was purchased by the Aeronautical Research and Development Corporation of Boston, Massachusetts, with the intention of putting the BS-12 into production as the ADRC/Omega RD-400.[10]
Variants
edit- BS-12
- Initial prototype powered by 2x 210 hp (156.60 kW) Franklin 6AS-335 engines, one built (c/n 156).
- BS-12B
- Revised BS-12, one built (c/n 1001).
- BS-12D-1
- Five-seat passenger cabin, powered by 2x 260 hp (193.88 kW) Lycoming O-540-F1B5 engines, two built (c/n 1002 & 1003).
- BS-12D-3
- The second BS-12D-1 powered by 2x supercharged Franklin 6AS-335 engines.[11]
- BS-12F
- Projected turboshaft powered version, 2x Allison T63 or Boeing 502-W turbines.
- BS-12J
- Projected improved hot-high and single-engined performance, powered by 2x 290 hp (216.25 kW) Lycoming IO-540 engines.[12]
- BS-14 Falcon
- Projected emergency services version, with longer cabin, powered by 2x 260 hp (193.88 kW) Lycoming O-540 or 290 hp (216.25 kW) Lycoming IO-540 engines.
- BS-17A Airliner
- Projected enlarged passenger cabin version to have been powered by 3x Allison or Boeing turboshaft engines driving a 5-bladed main rotor.[8]
- ARDC/Omega RP-400
- Planned production version for ARDC. Powered by two 290 hp (220 kW) Lycoming IO-540s.[13]
- ARDC/Omega TP-900
- Proposed advanced derivate of RP-400, powered by three turboshaft engines.[14]
Specifications (BS-12D1)
editData from Jane's All the World's Aircraft 1961–62[3]
General characteristics
- Crew: 1
- Capacity: four passengers
- Length: 36 ft 0 in (10.97 m)
- Height: 13 ft 0 in (3.96 m)
- Empty weight: 3,450 lb (1,565 kg)
- Gross weight: 4,880 lb (2,214 kg)
- Powerplant: 2 × Lycoming O-540-F1B5 air-cooled six-cylinder horizontally-opposed, 235 hp (175 kW) each
- Main rotor diameter: 39 ft 0 in (11.89 m)
- Main rotor area: 1,194.6 sq ft (110.98 m2)
Performance
- Maximum speed: 95 mph (153 km/h, 83 kn) at sea level
- Cruise speed: 85 mph (137 km/h, 74 kn) (at 75% power)
- Service ceiling: 9,500 ft (2,900 m)
- Rate of climb: 1,200 ft/min (6.1 m/s)
See also
editAircraft of comparable role, configuration, and era
References
edit- ^ "Picture News: Whirlybird Flying Crane". Popular Science. June 1958. p. 94.
- ^ Publications, Alfred H. Saulniers Spinner. "Trivia: New Bedford makes helicopter history". New Bedford Standard-Times. Retrieved 2024-05-23.
- ^ a b c d e f Taylor 1961, p. 300
- ^ Gunston 2005, pp. 348, 448
- ^ Hawkes Aviation Week May 7, 1956, p. 50
- ^ Hawkes Aviation Week May 7, 1956, pp. 50–51
- ^ Bass Flying October 1961, pp. 32–33
- ^ a b Aviation Week June 12, 1961, pp. 123, 125
- ^ Aviation Week November 11, 1963, p. 108
- ^ Taylor 1967, p. 193
- ^ R.Simpson (1998). Airlife's Helicopter and Rotorcraft.
- ^ Aviation Week June 12, 1961, p. 123
- ^ Taylor 1967, pp. 193–194
- ^ Taylor 1969, pp. 243–244
- Bass, A. C. (August 1961). "Pilot Report: Omega BS-12D-1: A "Flying Crane" Helicopter". Flying. Vol. 69, no. 2. pp. 32–33, 85–88.
- Gunston, Bill (2005). World Encyclopedia of Aircraft Manufacturers (2nd ed.). Stroud, UK: Sutton Publishing. ISBN 0-7509-3981-8.
- Hawkes, Russell (May 7, 1956). "Omega Helicopter Designed to Cut Cost". Aviation Week. Vol. 64, no. 19. pp. 50–51, 53, 55.
- "Omega's BS-12-D-1 Helicopter Certified; Other Versions Planned". Aviation Week. Vol. 74, no. 24. June 12, 1961. pp. 123, 125.
- "Production of Omega BS-12-D3S Awaits Court Merger Approval". Aviation Week. Vol. 79, no. 20. November 11, 1963. p. 108.
- Taylor, John W. R. (1961). Jane's All the World's Aircraft 1961–62. London: Sampson Low, Marston & Company, Ltd.
- Taylor, John W. R. (1967). Jane's All the World's Aircraft 1967–68. London: Sampson Low, Marston & Company, Ltd.
- Taylor, John W. R. (1969). Jane's All the World's Aircraft 1969–70. London: Sampson Low, Marston & Co., Ltd.