FLIGHT, 20 January 1961

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A pleasing study of the Max Holste SuperBroussard, which has completed a major part

of its test-flying since it flew last July

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Makers' performance curves for the Breguet 945. Above, left, is a payhad/range plot: A, manoeuvring factor 2.5; 6, manoeuvring factor 3.5;C, take-off weight 10 tonnes (22,0501b); D, take-off weight 11 tonnes. The lower diagrams are for take-off (left) and landing, fetters A and

B respectively representing sea level at 15°C and lfiOOm (3J80H) altitude at 40°C

sive windows and some illustrations have shown an armed versionwith heavy-calibre machine guns mounted in the nose and indoorways, as well as rocket pods and missiles.

The graphs above clearly illustrate the remarkable slow-flyingperformance of this machine. It can fly at 45kt and make turnsof as little as 80yd radius—such performance has indeed alreadybeen demonstrated by the prototype 940. Breguet claim with somejustification that the performance of this series of blown-wingtransports is equivalent to that of presently available cargo heli-copters. They also claim four safety factors in the basic layout.The failure of one engine on take-off has no asymmetric-powereffect;* and less than half power is lost because the propellers

SIKORSKY'S UTVT H E above account of French STOL aeroplanes is illustrative-*- of the manner in which such machines are encroaching upon

the domain of the helicopter. Aware of this fact, Sikorsky aremaking a sustained effort to produce better helicopters. Aroundthe formula of a single, multi-blade lifting rotor, shaft-driven byturbines, they are developing a series of excellent vehicles, mostof which have an amphibious hull of flying-boat form. Their liftand propulsion systems have been used as the basis for a seriesof "cranes," intended to lift and place loads over relatively shortranges—possibly no more than a few yards.

Flight experience has already been gained with the S-60 crane,derived from the S-56. Its turbine counterpart is the impressiveS-64, projected with twin GE T64 or P & W JTF-12 engines.Now Sikorsky have announced a smaller crane, to which wereferred in a leading article last week: the UTV, or UniversalTactical Vehicle.

In general, the members of United Aircraft Corp are conserva-tive, and Sikorsky's choice of so pretentious a name for this newcrane suggests that they feel it should be the right answer for someyears to come. Its dynamic components are those of the US Navy'sHSS-2, the combat counterpart of the S-61L illustrated on page 33of our January 6 issue. Twin GE T58-6 engines, each rated at1,OM) s.h.p., drive a five-blade 62ft main rotor; eross weight ofthe HSS-2 is classified, but the S-61L weighs 18,7001b.

In their 1961 calendar Sikorsky depict the UTV in several roles.Some of these require the powerful winch in line with the rotoraxis, and in all cases the co-pilot can swivel his seat through180 to face a duplicate set of flight controls and rear-facingwindows. The suggested missions are; passenger or troop trans-put, with approximately 20 seats; ASW, carrying a pod housinga sonar, weanons and two operators; cargo transport, on a.suspended pallet; emergency dispensary, the pod housing a fieldhospital; missile transport, tactical weapons being carried on:neir launchers; mobile machine shop (a role in which the UTV'sitting ability might be useful in rescue or salvage operations);"capons transport; rescue, survivors from any catastrophe being

mched directly into a medical capsule; mine countermeasures,'tn a special sweeping pod; tanker, with a palletized bag; power

work more efficiently under the lower load. The descent gradientduring the approach can be up to four times steeper than that of aconventional aircraft, rendering obstacle clearance much easier.Full power can be very rapidly applied in reverse thrust to shortenthe landing run, even on slippery ground. Because each approachis made with power, an overshoot can be more quickly initiatedand involves only a change in propeller pitch. The flaps can beimmediately retracted to reduce drag.

The 945 can also operate as a conventional aircraft, without fullslipstream deflection, and its permissible gross weight can thenbe increased to 26,4001b, with consequent improvement in payloadand range.

package, carrying an electric generator; and radar outpost, builtup from integrated pods. Tantalizingly few details of the UTVare available, but indicative of its lifting ability is the fact that theuseful load of the S-61L is 9,4301b out of a gross weight of18,7001b. Sikorsky may price the UTV at about $600,000.