Control was by remote with one operator managing the take-off and landing actions and primary operation handled by another operator in the Combat Information Center (CIC) section of the warship. Early-form aircraft did not carry cameras so the operators were essentially "flying blind" post-take-off.
Then followed the DSN-2 which carried two of the Porsche engines for increased power though only a single torpedo was still carried. Considered another pre-production quality model, the DSN-2 series was produced in just three examples.
The DSN-3 shifted to a Boeing T50-4 turboshaft engine which increased power (300 horsepower), allowing the aircraft to carry into battle two of the Mark 43 torpedoes. Three hundred seventy-three of this mark were produced.
After the 1962 U.S. military realignment, the DSN series was redesignated to "QH-50" and this resulted in the DSN-1 becoming the "QH-50A", the DSN-2 becoming the "QH-50B" and the DSN-3 becoming the "QH-50C". The QH-50D carried a more powerful Boeing T50-12 turboshaft engine of 365 horsepower output and a further 377 aircraft followed in production based on this standard.
The QH-50DM mark were ten DASH drones with modified Boeing engines and intended for the United States Army as reconnaissance platforms. They served in the Vietnam War (1955-1975) from September of 1959 until April of 1975 (the DASH program officially ended in 1969).
The YQH-50E were a collection of three DASH aircraft fitted with Allison T63-A-5A engines. The QH-50F was to be its in-service designation but the mark was not adopted. The QH-50H was yet-another proposed service model, this to carry two engines with wider-span rotor blades and a larger body. However it too was not adopted.
The Japanese Navy operated a stock of twenty DASH drones from several of its destroyer groups. These lasted until 1977.
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