The R-5D introduced a more conventional tricycle undercarriage arrangement and these were built from the R-5A stock and retained their SAR capabilities including equipment fittings. The R-5D was later redesignated to H-5D. The YR-5E was the YR-5A with a dual-control scheme allowing either crewman to control the helicopter. Five were converted to the standard and these later became the YH-5E. The R-5F was produced from 1947 onward for the civilian market and featured seating for four. Eleven were built and these later became the H-5F. Another civilian market model was the S-51 - the USN took on four of the type into service.
Thirty-nine examples made up the H-5G mark and, like the R-5F, these held seating for four but retained an SAR capability. The H-5H was the H-5G though wit updated equipment. Sixteen were built to the standard.
The USN tested the R-5 series through two examples as the HO2S-1 and initially held an interest for thirty-four of the type. However, the service passed on the design and the United States Coast Guard (USCG) and canceled their procurement order. The four-seat HO3S-1, based in the H-5F, was taken into service through eighty-eight examples. The HO3S-1G were nine HO3S-1 platforms operated by the USCG. the HO3S-3 became a proposed navalized model of the H-5H but this model was not evolved. A new rotor was used in the one-off HO3S-3 when tested in 1950.
Global Impact
Over 300 H-5 helicopters were eventually produced. Operators included Argentina, Australia, Canada, the Republic of China (Taiwan), France, the Netherlands, South Africa, the United Kingdom and, of course, the United States. All four of the major U.S. military services operated the type in form (and role) or another. The British took to license production of the series under the Westland brand label as the WS-51 "Dragonfly" (detailed elsewhere on this site). One hundred thirty-three were produced for the Royal Navy and Royal Air Force from 1949 to 1954. Service entry occurred in 1950 and the Westland Widgeon was a notable offshoot of the British work on the product. Royal Canadian Air Force (RCAF) operation of the H-5 was primarily centered on training to fly helicopters and testing various configurations and technologies on the platforms they received.
It took some time for the helicopter to became a useful battlefield component and its importance grew during the Korean War of 1950-1953. It was not until the American involvement in the Vietnam War (1955-1975) that the helicopter truly came into its own over the battlefield (thanks largely due to the development of an effective turboshaft engine). The design graduated to become troop transports, SAR platforms, reconnaissance units, MEDEVAC systems and even armed gunships. It was, however, through contributions like that of the Sikorsky H-5 series that ultimately made this possible.
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