Omega BS-12

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]

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)

Design & development

Bernard 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.[2][3] Omega's first design was a twin-engined flying crane / utility helicopter, intended to be inexpensive to produce and relatively cheap to operate.[2][4]

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.[2][5][6]

Operational history

The first example made its maiden flight on December 29, 1956.[2] The type was certified by the Federal Aviation Administration in April 1961.[2] 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.[7] Although Omega received orders for several BS-12s following certification, shortages of funds stopped production, and Omega entered into bankruptcy in July 1962.[8] 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.[9]

Variants
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.[10]
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.[11]
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.[7]
ARDC/Omega RP-400
Planned production version for ARDC. Powered by two 290 hp (220 kW) Lycoming IO-540s.[12]
ARDC/Omega TP-900
Proposed advanced derivate of RP-400, powered by three turboshaft engines.[13]

Specifications (BS-12D1)

Data from Jane's All the World's Aircraft 1961–62[2]

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

Aircraft of comparable role, configuration and era

References
  1. "Picture News: Whirlybird Flying Crane". Popular Science. June 1958. p. 94.
  2. Taylor 1961, p. 300
  3. Gunston 2005, pp. 348, 448
  4. Hawkes Aviation Week May 7, 1956, p. 50
  5. Hawkes Aviation Week May 7, 1956, pp. 50–51
  6. Bass Flying October 1961, pp. 32–33
  7. Aviation Week June 12, 1961, pp. 123, 125
  8. Aviation Week November 11, 1963, p. 108
  9. Taylor 1967, p. 193
  10. R.Simpson (1998). Airlife's Helicopter and Rotorcraft.
  11. Aviation Week June 12, 1961, p. 123
  12. Taylor 1967, pp. 193–194
  13. Taylor 1969, pp. 243–244
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