The syncopating sound of a helicopter passing overhead barely causes an upwards glance by our technologically blase population. It was not always so. The introduction of the helicopter into Australian service played more than a cameo role in the larger picture of our aviation history. The helicopter appeared early in man's aspiration to fly, with the first model helicopters, as string pull toys, appearing in 14th century writings. More famous are the 15th century drawings of Leonardo da Vinci and his screw-type helicopter. In spite of these early concepts many technical advances were required to achieve the complex design necessary for the helicopter to become a reality. Without detracting from the important role played by so many of the earlier experimenters with helicopters in achieving this objective, it was Russian-born Dr. Igor Sikorsky who took the dream into a technical and commercial reality. The impetus in the development of the helicopter accelerated in the 1930's when the U.S. Army began extensive trials at Wright Field. Not surprisingly, it was the Army that lead the charge to obtain helicopters for Australian service. In August 1943, the Defence Committee considered a proposal under consideration by the Department of the Army had for the supply of helicopters for reconnaissance work by the Royal Australian Engineers in the battle fields of New Guinea. The proposal called for an order to be placed with the Department of Munitions for the manufacture of three helicopters in accordance with specifications and drawings supplied by the Army. Major-General Steele remarked on the simplicity of the design and suggested that production could proceed based upon Sikorsky's writings and photographs, a concept that was scoffed at by the Chief of Air Staff. The Defence Committee concluded that the provision of helicopters was a matter for the Department of Air and that Army requirements should be directed to that department. In June 1944, the Minister for Air, Arthur S. Drakeford, recommended that War Cabinet approval be given for the procurement from America, under Lend-Lease arrangements, of six Sikorsky R-5 helicopters for the Army. It was not considered necessary to obtain spare engines as spare 450 h.p. Wasp Junior engines were held by the RAAF against its Sikorsky Kingfisher aircraft. The War Cabinet approved the proposal subject to its endorsement by the Commander-in-Chief, Southwest Pacific Area, General Douglas MacArthur. To meet training and operational requirements, Squadron Leaders R. Hudson and E.E. Kirkham were selected to attend a training course conducted by the Royal Navy at Floyd Bennett Field in October 1944. In spite of General MacArthur's endorsement, delivery was not possible before the cessation of the Pacific war and in October 1945 the order was cancelled. Subsequently, Hudson and Kirkham left the RAAF. With the continued development of the helicopter it became apparent that the RAAF, to keep abreast of such developments, should have a helicopter to assess its operation under Australian conditions. Consequently, in October 1946 the Air Board recommended the procurement of a Sikorsky Type S-51. The decision having been made to acquire a helicopter raised the question as to who would fly and service the aircraft. It was fortunate, that the RAAF had a skilled pilot, Squadron Leader Kenneth V. Robertson, attending the 5th Empire Test Pilots Course in the United Kingdom. Following completion of this course he was sent to the Airborne Forces Experimental Establishment (A.F.E.E.) at Beaulieu to learn to fly helicopters. His arrival coincided with the completion of the training of a group of Army pilots. With no other trainees on the base, Robertson had his choice of the fourteen training aircraft, Sikorsky R-4's, or as they were known in Britain, Hoverfly I's. The instructors were from the three services and also included a civilian pilot. On the 10 April 1947 Robertson had his first instructional flight with Flight Lieutenant F.J. "Jeep" Cable, one of the most experienced helicopter pilots in Britain at that time. Returning after the first flight, Cable left the aircraft and allowed Robertson to hover. The significant difference between flying the helicopter and the conventional fixed wing aircraft was the lack of "feel" in the controls of the helicopter. Flying the helicopter was more mechanical and required a considerable degree of co-ordination to manipulate the collective pitch stick , the cyclic control and the foot pedals. Such were Robertson's skills that his first true solo flight followed a mere 1 hour 40 minutes of dual training - "It just seemed natural to me". Tragically, three years later, Robertson's instructor, Jeep Cable was to die in the crash of the Cierva Air Horse near Southampton. Jeep had the unique distinction of only ever having flown rotary wing aircraft. He was also the first pilot to acquire his Ôwings' on an autogiro and the youngest to fly such an aircraft. To be able to service and maintain the new aircraft Flight Lieutenant K.Busby and Warrant Officer P.A. McMillan travelled from Australia to the Sikorsky Division of the United Aircraft Corporation in Bridgeport, Connecticut, U.S.A. Busby and McMillan had been selected in their roles as Engineering Officer and Maintenance N.C.O., to receive the technical training provided as part of the sales contract. Robertson travelled from the United Kingdom to Bridgeport to undergo flying training on the S-51 and officially take delivery of it on behalf of the RAAF. Robertson commenced his flying training with D. "Jimmy" Viner, a nephew of Sikorsky and the Chief Test Pilot. While there was much to do and to learn it was not all hard work. These young RAAF men often saw Igor Sikorsky around the Bridgeport Factory. A very generous man, Sikorsky befriended the young Australians and Robertson fondly recalls the trips with Sikorsky in his Ford Coupe, driving down to New York where they would visit the "Diamond Horseshoe" nightclub. It was soon realised that Robertson had a real talent for helicopter flying. This realisation was not enough to prevent Jimmy Viner expressing horror when he discovered that Robertson was expected to return to Australia to instruct other airmen with only 10 hours experience on the Sikorsky S-51. The contract included 10 hours of training in the purchase price, with additional training to cost $US 30 per hour. The exchange rate at the time was $US 3 to the £A. The RAAF had hoped that the 10 hours would be sufficient as U.S. dollars were a scarce commodity in post-war Australia. Following Viner's intervention, an urgent request was made by the Australian Air Attache in Washington to the Air Board in Australia. As a result, approval was given for funds to provide an additional 15 hours of training. Confirming their confidence in his highly developed flying skills, Robertson was offered a position as a test pilot, a position that his service commitments prevented him from accepting. The Sikorsky S-51 was officially accepted by Robertson on 16 June, 1947. The aircraft, manuals, tools and spares were shipped on board the s.s.ÊSpitfire arriving in Melbourne on 25 August 1947. Transported to No. 1 A.D. Laverton, the aircraft, taken on charge as A80-1, was assembled and after ground testing made its first Australian flight on 9 October 1947. In fact, several short flights were made to satisfy the demands of the assembled press photographers. Serious flying did not commence for a further month at the Aircraft Research and Development Unit (ARDU) based at Point Cook. In the interim, proving flights were conducted to explore the flight envelope and to generally become accustomed to the aircraft. The S-51 had an exceptionally roomy pilot's cockpit with excellent visibility. Flight, at most speeds, was quite smooth and comparatively quiet. On 17 November, the Chief of Air Staff, Air Marshall George Jones and Air Vice Marshall E. Wackett were given a first-hand demonstration of helicopter flight. In the early part of 1948, periods of dual instruction were given to several of the test pilots of the ARDU. This was not the beginning of serious conversion flights but rather an introduction to flying the helicopter. It was planned to investigate the various roles where it was considered that the helicopter would offer a great advantage. Land and Sea Rescue, Bush Fire Control, Crop Dusting & Spraying, Cattle & Sheep Station Supervision, Electric Power Line Inspection and Aerial Photography were all areas to be investigated; uses for which the helicopter is, today, a part of everyday life. In May 1948 Robertson made the first of a series of interstate flights visiting Wagga, Canberra and Sydney. Whilst on a trip to Sydney in August, 1948 Robertson became the first person to fly a helicopter under the Sydney Harbour Bridge. A more extensive tour of New South Wales was undertaken in November and December, 1948. This tour, a flag waving and recruiting drive, gave country residents their first glimpse of a helicopter. The route included Nowra, Wollongong, Bulli, Mascot, Richmond, Rathmines, Newcastle, Kempsey and Tamworth returning via the Hunter Valley, Richmond and Wagga. By October 1948 the value of the helicopter in gaining access to previously inaccessible areas, particularly in an emergency, influenced the Chief of Air Staff to instigate investigations to acquire a further helicopter of similar type to the Sikorsky S-51. Brown & Dureau Limited, Importers and Exporters, and United Aircraft Export Corporation were approached to obtain quotations to submit to the Air Board. A detailed submission was presented to the Air Board in December 1948. The agendum sought approval for the purchase of a Westland Sikorsky S-51 helicopter to be stationed in Sydney. The restrictions on dollar expenditure in 1948 precluded the purchase of a helicopter from America. The Westland aircraft was essentially a Sikorsky S-51 built under licence by Westland Aircraft Company of Yeovil, United Kingdom. The principal differences were the engine, an Alvis Leonides (525 h.p.) instead of the Wasp Junior (450 h.p.), the use of aluminium instead of magnesium for some fittings and the use of high carbon steel tube instead of chrome-molybdenum. The Westland aircraft was still to obtain its Certificate of Airworthiness. The continuing debate concerning the provision of a new aircraft did not interrupt the flying activities of A80-1. In January, 1949 Robertson commenced the conversion training to helicopters of Flight Lieutenant James Rowland, who as Sir James Rowland, would become Governor of New South Wales. In April, 1949, following a 200-hourly inspection of A80-1, Robertson gave the first demonstration of the helicopter to the Forests Commission of Victoria. This was followed in May by a detailed assessment of helicopter operations in the heavily timbered mountainous country of the Niagaroon Forest District in Victoria. This region was chosen as it was considered typical of the general forest areas of Victoria. Evaluation of hovering performance, take-off paths, landing area requirements and operational technique was determined as a part of this exercise. These assessments, part of a long-term strategy of bush fire control, were conducted from a base at Taggerty from 2 May until 13 May 1949. Valuable experience was gained in mountain flying, estimating slopes and ground condition. The initial attitude towards the helicopter of the Forests Commission staff at Taggerty varied from enthusiasm to opposition. Familiarisation and demonstration flights, with the crew demonstrating the use of the hoist, soon changed negative attitudes. In 12 hours of flying conducted over 15 survey flights, 900 square miles of forest was evaluated. Perhaps as important as the evaluation of helicopter operations was the discovery of the type, quantity and location of the timbers in areas hitherto unexplored. The difficult and dangerous terrain of the dense virgin forest had prevented man's exploration of these areas. The age of the helicopter had arrived for the Forestry Officers. Excited by the ability to quickly investigate vast areas of Victorian forests, it was not long before forestry officers were again requesting the helicopter to survey the timbers of Central Victoria. It was during this survey in November, 1949, that the aircraft developed a serious transmission fault whilst at Myrtleford and it was transported back to Laverton by low loader. It was not until March, 1950 that the aircraft was again serviceable and then it was used by the Forests Commission of Victoria to survey the Goulburn and Black River catchment areas. It was becoming increasingly obvious that one helicopter was inadequate to meet the needs of the RAAF and other government agencies. An Australian Forestry Conference in Perth in December, 1949, urged the Commonwealth Government to obtain additional helicopters for the RAAF. The urgency for another helicopter was further highlighted when the Forests Commission of Victoria requested exclusive use of the aircraft from November, 1950 until March, 1951, to cover the bush fire season. This request had to be denied by the Air Board. The delay in the provision of a further helicopter resulted from the failure of the Minister for Air to approve the purchase of the Westland aircraft until it had satisfactorily completed its trials and obtained a Certificate of Airworthiness. Whilst agreeing to the purchase of an additional helicopter, he expressed concern about the wisdom of purchasing a Leonides-engined helicopter before the completion of trials. He was also dubious about the purchasing of a different type of aircraft solely to avoid expenditure of dollar funds. His rejection of the recommendations of the Air Board was completely justified when the British Ministry of Supply trials revealed that the Westland S-51 was over the estimated weight, and the performance and load carrying ability failed to meet specifications. There was also a problem with the air intake to the engine and modifications to the air intake in order to enable the aircraft to operate at full power were unsuccessful. In June 1950, as a result of these findings, two further Sikorsky S-51's were ordered from America. These aircraft, taken on charge as A80-374 and A80-636, were test flown by Robertson at Richmond N.S.W. on 20 June, 1951. The dawn of a new age in Australian aviation was at hand. The skill and dedication of Ken Robertson, K. Busby and P.A. McMillan had ensured a smooth transition into the helicopter age. Others entering the scene have consolidated the role of the helicopter. In December,1951, A80-1 crashed in the Murray River and sank in 15 feet of water. It was subsequently converted into components. A80-636 was extensively damaged in a forced landing following a loss of power on take-off from Schofields, N.S.W. A80-374 is preserved at the RAAF Museum. T

Acknowledgements Group Captain Kenneth V.Robertson (rtd) and Australian Archives

© Denis W.O’Brien