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Cut the nose from the fuselage Sikorsky S-72 Longfuselage Marquise , ( The full fuselage length ) latest artwork report about Sikorsky S-72 long fuselage variant " Marquise " !

(English) Update every time in the URL on Deviantart.　Update: Sunday, May 9, 2021, Japan Standars Time 4:30 a.m.
(Step -27) Aerial torpedo (light weight anti-submarine warfare torpedo) from a , b ,or c as below on BRU-14 mounted.
"The folding pylons for torpedo" has completed.

a. MK-46 torpedoes (Naval Ordnance Test Station Pasadena, Aerojet, and Alliant Techsystems)
b. Mark 50 torpedo(Honeywell, Alliant Techsystems)
c. Mark 54 Lightweight Torpedo(Raytheon Integrated Defense Systems)
(española) : Domingo, 9 de mayo de 2021, hora estándar de Japón 4:30 a.m.
(Paso -27) Torpedo aéreo (torpedo de guerra antisubmarina de peso ligero) de a , b ,o c como abajo en BRU-14 montado.
"Los pilones plegables para el torpedo" se ha completado.

a. Torpedos MK-46 (Naval Ordnance Test Station Pasadena, Aerojet y Alliant Techsystems)
b. Torpedo Mark 50 (Honeywell, Alliant Techsystems)
c. Torpedo ligero Mark 54(Raytheon Integrated Defense Systems)

( Tail cargo ramp ) Sikorsky S-72 X-wing Long fuselage variant "Marquise"
(English) Update every time in the URL on Deviantart. Japan Standard Time 20:30 May 07 (Friday) 2021, artwork status.
(Step -24)May 07(Friday) : Artwork update for today.
Detailing behind the sponsons (top inspection port, caution letters, etc.).

(española) Actualizar cada vez en la URL en Deviantart. Hora estándar de Japón 20:30 Mayo 07 (Viernes) 2021, estado de la obra de arte.
(Paso -24)Mayo 07(Viernes) : Actualización del artwork para hoy.
Detallando detrás de los patrocinadores (puerto de inspección superior, letras de precaución, etc.).

The latest artwork report Sikorsky S-72 Marquise
Sikorsky S-72 #003 "Marquise" (Long fuselage , Construction Number: 72-003 , Civil Registration: N742-NA )
I designated Sikorsky SH-72 " Sea-Wing " Maritime patrol aircraft ( Sikorsky S-72 Long fuselage Marquise witn landing gear )(Step-05 major amendments) The turboshaft engine fairing has been downsized and retreated to ensure visibility for the two rear seats. I want to show all four crew at that art.
(To Phil Hsueh), Another Variants scheduled as follows
SH-72 Sea Wing
EH-72 Warning Wing
MH-72 Secret Wing
UH-72 Black Wing
VH-72 White Wing
HH-72 Pave Wing
HH-72D Night Wing
HH-72H Rescue Wing
SH-72F Ocean Wing
(Phil said on a Group) Some of your variants actually overlap. For instance, naval helos tend to be multipurpose in nature, particularly the shipboard models. They perform search and rescue, early warning, and ASW all with the same helo. I think that Night Wing and Pave Wing are essentially the same, they sound like they'd do the same thing.

I'd pare the variants down to the following:

Sea Wing - Dedicated naval variant that acts as troop & cargo transport, some early warning (goes up to extend a ship's radar to over the horizon and allowing the ship to turn off its radar and use the helo's radar, search & rescue, & ASW (Anti Submarine Warfare, the bread and butter mission of shipboard helos)

Secret Wing - Top secret "stealth" variant for special operations

Black Wing - Standard cargo & troop transport version

Pave Wing - General special operations support variant

Rescue Wing - Dedicated search and rescue variant for coast guard use
(Cambios importantes en el paso 05) El carenado del turboeje se ha bajado y retirado para que los dos asientos traseros sean visibles. Me gustaría mostrar los cuatro miembros a la audiencia .
The fuselage is 40% shared with Sikorsky CH-148 Cyclone Helicopter _ Lockheed Martin.html
Fenestron of Sikorsky S-72 Marquise Long fuselage
X-wing for S-72 built number 02 (72-002 N741-NA)
Yes, I 've already draw the tail gate , and hoist is equipped with the right side of the flight captain seat, not invisible in that art.
However if you and more of members request , I may change the position of hoist into the irregular position to the co-pilot , left side optional.
And if customer has no-request for compound helicopter own high speed, Sikorsky can optional delete turbofan variant .
But X-wing system has fixed to Marquis , the rotorcraft cannot convert into conventional transmission turbo shaft except for whole upper transmission fuselage transfer into short fuselage " Solitaire ".
Perhaps if you try to drive the rotor with a conventional transmission, the short fuselage "Solitaire" T-58 turboshaft system will run out of power, making hovering and vertical　takeoff and landing impossible.

>> Phil Hsuh : I just realized something. With those two massive turbofans on the side of the fuselage, it's going to limit the kinds of roles this helo would be able to perform. That's unless, instead of a side door like modern utility helicopters have, it has a cargo ramp in the read and/or a largish belly hatch. Without that, its cargo carrying capacity is going to be limited to what can fit through the crew cabin and it wouldn't be able to get anybody else aboard in either a troop carrying capacity or search and rescue.
>>Stan Bundy: Yeah, this would almost certainly be a rear-hatch-only design, entered under the tail.

Sikorsky S-69 (XH-59A)

In 1981, a total of 106 flight hours of test flights were completed, and the U.S. Army requested that the XH-59A continue to be commercialized, but Sikorsky Aircraft Corporation did not pay a share of the development costs[2][3][4][5] (Sikorsky refused to pay a share of the Sikorsky refused to pay a share of the costs.) So the project was finally abandoned in 1982.

Its top speed was eventually measured at 263 knots (487 km / h; 303 mph) in level flight, while the two Pratt & Whitney J60-P-3A turbojet engines (3,000 lbf, 1.350 kN) (the propulsion-only The propulsion-only turbojet engine can be removed after about two hours of work, and vertical takeoff and landing is possible in this condition.) The P&WC PT6T-3 turbo twin Pac turboshaft engine is not powerful enough (1,360 kW / 1,825 hp) to perform vertical takeoffs and landings, and for safety reasons the helicopter is forced to take off and land on a short run.

This aircraft was equipped with a turbojet engine for propulsion, but in addition to the irrationality of having three engines in one aircraft (one for the main engine and two for propulsion), the turbojet and turbofan engines originally showed the best efficiency from 700 km/h to transonic speeds (950 km/h - 1100 km/h). In this speed range, the rotor blade itself is a source of resistance that is no longer needed as a speed drag, and the discrepancy between the target speed and the means to achieve it became apparent.

The propeller is the most efficient means of propulsion in the speed range of about 500 km/h to 600 km/h or less, which is the target maximum speed of the aircraft. 35 years after the first flight of the aircraft (1973), the next-generation Sikorsky X2 composite helicopter test aircraft flew for the first time. The main engine, the LHTEC T800, transmits its shaft horsepower to the six-wing propeller in the tail via a rotary drive shaft, avoiding the fuel consumption and weight increase of multiple engines.

Excessive fuel consumption, high levels of vibration, and the complexity of the controls, which required the constant attention of two pilots, led Sikorsky to seek solutions to these problems for its next prototype, the Sikorsky X2.

Translated with www.DeepL.com/Translator (free version)

課題
1981年に総計106飛行時間の試験飛行が終了し、引続き XH-59A としての実用化をアメリカ陸軍は要望したが、シコルスキーエアクラフト社は以後の開発費用を負担しなかった[2] [3] [4] [5] (Sikorsky refused to pay a share of the costs.) ので、最終的に1982年になると計画は中止された。
その最高速度は最終的には水平飛行にて263ノット（ 487 km / h ; 303 mph ）を実測値として記録したが、一方で2基のプラット・アンド・ホイットニー J60-P-3A ・ターボジェットエンジン ( 3,000 lbf , 1.350 kN ）を装備した状態 (推進専用のターボジェットエンジンは約2時間の作業により取りはずし可能で、この状態であれば垂直離着陸は可能。) では、P&WC PT6T-3 ターボツイン Pac ターボシャフトエンジンの出力不足 ( 1,360 kW / 1,825 hp ) により、ヘリコプター本来の垂直離着陸が出来ず、安全上の理由から短距離の滑走による離陸と着陸を余儀無くされるなど、実用化に向けての問題は大きかった。
本機は推進専用にターボジェットエンジンを搭載したが、1つの機体に主機が 1基、推進専用に 2基の 合計3基 もの発動機を搭載する非合理性 (燃費の悪化) に加え、元来ターボジェット及びターボファンエンジンは時速 700 km/h から遷音速（950 km/h - 1100 km/h ）に掛けて最良の効率を発揮する機関であり、このような速度域内では回転翼そのものが速度抵抗として不要になる抵抗源であり、目標とする速度と手段の不一致が明らかになった。
本機の目標とする最高速度が約 500 km/h から 600 km/h 以下の速度領域では、プロペラが最も効率の良い推進力の手段であり、本機の初飛行 (1973年)から35年後に初飛行した次世代の複合ヘリコプター試験機「シコルスキー X2 」では、主発動機であるターボシャフトエンジン・LHTEC T800 の軸馬力を回転駆動軸にて尾部の6翅の推進式プロペラに伝達することで、複数の発動機を搭載する燃費の悪化と重量の増加を避けている。
また過度の燃料消費、高い水準の振動、そして2人のパイロットが常時注意を必要とする操縦系統の疲労度の高い操作機構の複雑さにより、シコルスキー社は次の試作機シコルスキー X2 に向けて、これらの課題の解決を模索することになった。

Description
Cut the nose from the fuselage Sikorsky S-72 Longfuselage Marquise , ( The full fuselage length ) latest artwork report about Sikorsky S-72 long fuselage variant " Marquise " !

(English) Update every time in the URL on Deviantart.　Update: Sunday, May 9, 2021, Japan Standars Time 4:30 a.m.
(Step -27) Aerial torpedo (light weight anti-submarine warfare torpedo) from a , b ,or c as below on BRU-14 mounted.
"The folding pylons for torpedo" has completed.

a. MK-46 torpedoes (Naval Ordnance Test Station Pasadena, Aerojet, and Alliant Techsystems)
b. Mark 50 torpedo(Honeywell, Alliant Techsystems)
c. Mark 54 Lightweight Torpedo(Raytheon Integrated Defense Systems)
(española) : Domingo, 9 de mayo de 2021, hora estándar de Japón 4:30 a.m.
(Paso -27) Torpedo aéreo (torpedo de guerra antisubmarina de peso ligero) de a , b ,o c como abajo en BRU-14 montado.
"Los pilones plegables para el torpedo" se ha completado.

a. Torpedos MK-46 (Naval Ordnance Test Station Pasadena, Aerojet y Alliant Techsystems)
b. Torpedo Mark 50 (Honeywell, Alliant Techsystems)
c. Torpedo ligero Mark 54(Raytheon Integrated Defense Systems)

( Tail cargo ramp ) Sikorsky S-72 X-wing Long fuselage variant "Marquise"
(English) Update every time in the URL on Deviantart. Japan Standard Time 20:30 May 07 (Friday) 2021, artwork status.
(Step -24)May 07(Friday) : Artwork update for today.
Detailing behind the sponsons (top inspection port, caution letters, etc.).

(española) Actualizar cada vez en la URL en Deviantart. Hora estándar de Japón 20:30 Mayo 07 (Viernes) 2021, estado de la obra de arte.
(Paso -24)Mayo 07(Viernes) : Actualización del artwork para hoy.
Detallando detrás de los patrocinadores (puerto de inspección superior, letras de precaución, etc.).

The latest artwork report Sikorsky S-72 Marquise
Sikorsky S-72 #003 "Marquise" (Long fuselage , Construction Number: 72-003 , Civil Registration: N742-NA )
I designated Sikorsky SH-72 " Sea-Wing " Maritime patrol aircraft ( Sikorsky S-72 Long fuselage Marquise witn landing gear )(Step-05 major amendments) The turboshaft engine fairing has been downsized and retreated to ensure visibility for the two rear seats. I want to show all four crew at that art.
(To Phil Hsueh), Another Variants scheduled as follows
SH-72 Sea Wing
EH-72 Warning Wing
MH-72 Secret Wing
UH-72 Black Wing
VH-72 White Wing
HH-72 Pave Wing
HH-72D Night Wing
HH-72H Rescue Wing
SH-72F Ocean Wing
(Phil said on a Group) Some of your variants actually overlap. For instance, naval helos tend to be multipurpose in nature, particularly the shipboard models. They perform search and rescue, early warning, and ASW all with the same helo. I think that Night Wing and Pave Wing are essentially the same, they sound like they'd do the same thing.

I'd pare the variants down to the following:

Sea Wing - Dedicated naval variant that acts as troop & cargo transport, some early warning (goes up to extend a ship's radar to over the horizon and allowing the ship to turn off its radar and use the helo's radar, search & rescue, & ASW (Anti Submarine Warfare, the bread and butter mission of shipboard helos)

Secret Wing - Top secret "stealth" variant for special operations

Black Wing - Standard cargo & troop transport version

Pave Wing - General special operations support variant

Rescue Wing - Dedicated search and rescue variant for coast guard use
(Cambios importantes en el paso 05) El carenado del turboeje se ha bajado y retirado para que los dos asientos traseros sean visibles. Me gustaría mostrar los cuatro miembros a la audiencia .
The fuselage is 40% shared with Sikorsky CH-148 Cyclone Helicopter _ Lockheed Martin.html
Fenestron of Sikorsky S-72 Marquise Long fuselage
X-wing for S-72 built number 02 (72-002 N741-NA)
Yes, I 've already draw the tail gate , and hoist is equipped with the right side of the flight captain seat, not invisible in that art.
However if you and more of members request , I may change the position of hoist into the irregular position to the co-pilot , left side optional.
And if customer has no-request for compound helicopter own high speed, Sikorsky can optional delete turbofan variant .
But X-wing system has fixed to Marquis , the rotorcraft cannot convert into conventional transmission turbo shaft except for whole upper transmission fuselage transfer into short fuselage " Solitaire ".
Perhaps if you try to drive the rotor with a conventional transmission, the short fuselage "Solitaire" T-58 turboshaft system will run out of power, making hovering and vertical　takeoff and landing impossible.

>> Phil Hsuh : I just realized something. With those two massive turbofans on the side of the fuselage, it's going to limit the kinds of roles this helo would be able to perform. That's unless, instead of a side door like modern utility helicopters have, it has a cargo ramp in the read and/or a largish belly hatch. Without that, its cargo carrying capacity is going to be limited to what can fit through the crew cabin and it wouldn't be able to get anybody else aboard in either a troop carrying capacity or search and rescue.
>>Stan Bundy: Yeah, this would almost certainly be a rear-hatch-only design, entered under the tail.

Sikorsky S-69 (XH-59A)

In 1981, a total of 106 flight hours of test flights were completed, and the U.S. Army requested that the XH-59A continue to be commercialized, but Sikorsky Aircraft Corporation did not pay a share of the development costs[2][3][4][5] (Sikorsky refused to pay a share of the Sikorsky refused to pay a share of the costs.) So the project was finally abandoned in 1982.

Its top speed was eventually measured at 263 knots (487 km / h; 303 mph) in level flight, while the two Pratt & Whitney J60-P-3A turbojet engines (3,000 lbf, 1.350 kN) (the propulsion-only The propulsion-only turbojet engine can be removed after about two hours of work, and vertical takeoff and landing is possible in this condition.) The P&WC PT6T-3 turbo twin Pac turboshaft engine is not powerful enough (1,360 kW / 1,825 hp) to perform vertical takeoffs and landings, and for safety reasons the helicopter is forced to take off and land on a short run.

This aircraft was equipped with a turbojet engine for propulsion, but in addition to the irrationality of having three engines in one aircraft (one for the main engine and two for propulsion), the turbojet and turbofan engines originally showed the best efficiency from 700 km/h to transonic speeds (950 km/h - 1100 km/h). In this speed range, the rotor blade itself is a source of resistance that is no longer needed as a speed drag, and the discrepancy between the target speed and the means to achieve it became apparent.

The propeller is the most efficient means of propulsion in the speed range of about 500 km/h to 600 km/h or less, which is the target maximum speed of the aircraft. 35 years after the first flight of the aircraft (1973), the next-generation Sikorsky X2 composite helicopter test aircraft flew for the first time. The main engine, the LHTEC T800, transmits its shaft horsepower to the six-wing propeller in the tail via a rotary drive shaft, avoiding the fuel consumption and weight increase of multiple engines.

Excessive fuel consumption, high levels of vibration, and the complexity of the controls, which required the constant attention of two pilots, led Sikorsky to seek solutions to these problems for its next prototype, the Sikorsky X2.

Translated with www.DeepL.com/Translator (free version)

課題
1981年に総計106飛行時間の試験飛行が終了し、引続き XH-59A としての実用化をアメリカ陸軍は要望したが、シコルスキーエアクラフト社は以後の開発費用を負担しなかった[2] [3] [4] [5] (Sikorsky refused to pay a share of the costs.) ので、最終的に1982年になると計画は中止された。
その最高速度は最終的には水平飛行にて263ノット（ 487 km / h ; 303 mph ）を実測値として記録したが、一方で2基のプラット・アンド・ホイットニー J60-P-3A ・ターボジェットエンジン ( 3,000 lbf , 1.350 kN ）を装備した状態 (推進専用のターボジェットエンジンは約2時間の作業により取りはずし可能で、この状態であれば垂直離着陸は可能。) では、P&WC PT6T-3 ターボツイン Pac ターボシャフトエンジンの出力不足 ( 1,360 kW / 1,825 hp ) により、ヘリコプター本来の垂直離着陸が出来ず、安全上の理由から短距離の滑走による離陸と着陸を余儀無くされるなど、実用化に向けての問題は大きかった。
本機は推進専用にターボジェットエンジンを搭載したが、1つの機体に主機が 1基、推進専用に 2基の 合計3基 もの発動機を搭載する非合理性 (燃費の悪化) に加え、元来ターボジェット及びターボファンエンジンは時速 700 km/h から遷音速（950 km/h - 1100 km/h ）に掛けて最良の効率を発揮する機関であり、このような速度域内では回転翼そのものが速度抵抗として不要になる抵抗源であり、目標とする速度と手段の不一致が明らかになった。
本機の目標とする最高速度が約 500 km/h から 600 km/h 以下の速度領域では、プロペラが最も効率の良い推進力の手段であり、本機の初飛行 (1973年)から35年後に初飛行した次世代の複合ヘリコプター試験機「シコルスキー X2 」では、主発動機であるターボシャフトエンジン・LHTEC T800 の軸馬力を回転駆動軸にて尾部の6翅の推進式プロペラに伝達することで、複数の発動機を搭載する燃費の悪化と重量の増加を避けている。
また過度の燃料消費、高い水準の振動、そして2人のパイロットが常時注意を必要とする操縦系統の疲労度の高い操作機構の複雑さにより、シコルスキー社は次の試作機シコルスキー X2 に向けて、これらの課題の解決を模索することになった。