The Sikorsky S-64 Skycrane: The Helicopter That Carries the World

If you’ve ever spotted a helicopter that looks more like a flying skeleton than a traditional chopper—no fuselage, just a framework with massive rotors on top—you were probably looking at a Sikorsky S-64 Skycrane. And if you thought it looked like it came straight out of a sci-fi movie or a LEGO Technic set, you wouldn’t be wrong.

This odd-looking aircraft is one of the most capable heavy lifters in the world. Built for strength, not beauty, the Skycrane has been hauling oversized loads since the early 1960s. And it’s not just surviving—it’s thriving, with upgraded versions still flying today under the name Erickson S-64 Aircrane.

From Flying Experiment to Flying Crane

The Skycrane’s roots go back to the Sikorsky S-60, an experimental “flying crane” that took to the air on March 25, 1959. The S-60 was built around a minimal “backbone” frame so it could carry loads underneath or in snug pods. It was more of a proof-of-concept, and after a crash in April 1961, Sikorsky had already begun designing something bigger and better—the S-64.

The prototype Skycrane (registration N325Y) made its first flight on May 9, 1962, in Stratford, Connecticut. From hover tests to short hops in all directions, the aircraft quickly showed its potential. Just 13 months after the program’s green light, the S-64 was flying.

Military Service: CH-54 Tarhe

The U.S. Army liked what they saw and placed an order in 1963. The helicopter was redesignated as the CH-54A Tarhe, named after a Wyandot chief known as “The Crane.” True to its name, the CH-54 could lift tanks, trucks, aircraft—basically anything you could sling underneath it.

In Vietnam, the CH-54A became an essential tool. It supported the 1st Cavalry Division, recovering downed aircraft and delivering gear to otherwise unreachable areas. One aircraft even carried 87 troops at once. These choppers were also turned into makeshift bombers, capable of dropping 10,000-pound “daisy cutter” bombs.

By 1969, the upgraded CH-54B entered service, boasting twin 4,800 shp turbines and a payload increase of 2,300 kg over the A-model. But by the ‘80s and ‘90s, the CH-47 Chinook began taking over heavy-lift roles, and the CH-54 slowly transitioned to National Guard and Reserve units. The Nevada Army National Guard was the last to retire theirs in 1993.

From Military to Civilian Workhorse

Sikorsky pursued FAA certification for civilian use, which came in 1965 for the S-64A and 1969 for the S-64E. These civilian Skycranes found their way into firefighting, construction, and logging operations. But the real turning point came in 1992, when Sikorsky sold the design and support rights to Erickson Air-Crane of Oregon.

Erickson has since made over 1,350 modifications to the design, improving everything from instrumentation to payload capacity. Today, Erickson remains the world’s largest Skycrane operator and manufacturer, giving each aircraft a name and a personality—like “Elvis,” “The Incredible Hulk,” and “Olga” (who famously helped lift the top section of the CN Tower).

Skycrane Design: Built to Lift

What makes the Skycrane so effective? Here are some of its standout features:

• Minimalist Design: The fuselage is basically a stick with rotors. This allows for easy loading and unloading of large, awkward payloads either slung underneath or inside interchangeable cargo pods.
• Interchangeable Pods: These can serve as mobile hospitals, troop transports (up to 90 passengers), command centers, or barracks.
• Hydraulic Landing Gear: The gear can kneel to lower the aircraft closer to the load, making hookup easier.
• Rear-Facing Pilot Station: An additional crew member sits at the back with a full set of controls—ideal for precision loading. This was also likely the first use of fly-by-wire controls in a helicopter.
• Rotor System: A six-blade main rotor (72 feet in diameter) and a four-blade tail rotor provide stable lift and control.

Power and Performance

Let’s talk specs—because the Skycrane delivers some impressive numbers:

• Engines: Two Pratt & Whitney JFTD12 turboshafts
  • S-64E: JFTD12-4A (T73-P-1), 4,500 shp each
  • S-64F: JFTD12-5A, 3,579 kW for take-off
• Max Payload:
  • S-64E: ~20,000 lbs (9,072 kg)
  • S-64F: Up to 22,400 lbs under-slung
• Max External Load: 20,723 lbs (9,400 kg)
• Speed:
  • Cruise: 105 mph
  • Max: 127 mph
• Range: 253 miles (S-64) or 200 nautical miles with reserves (S-64E)
• Altitude Record: 36,133 feet (CH-54B, Nov 4, 1971)
• Fuel Consumption: Approximately 500 gallons per hour total—about 250 gallons per engine. It’s not cheap to fly, so it’s usually called in for large-scale jobs where time matters.

What the Skycrane Does Best

Construction: From HVAC units to steel towers, if it’s big and needs to be placed somewhere difficult, the Skycrane is your bird.

Firefighting: Equipped with 2,650-gallon tanks that can be refilled via hover snorkels, these helicopters are regulars in wildland firefighting across the globe—including with Italy’s and Korea’s forest services.

Logging: The Skycrane shines in helicopter logging, especially where roads can’t go.

Disaster Relief & Salvage: Ideal for ship-to-shore deliveries, oil rig support, disaster response, and even replacing the Statue of Freedom atop the Capitol dome.

Aerial Survey & Photography: With its unique flying characteristics and payload options, it’s also used for hydroseeding, powerline maintenance, and environmental studies.

Legacy and Lifespan

Despite being over 60 years old, the S-64 is still in active service, supported by modern upgrades from Erickson and operated by companies like Siller Helicopters and government agencies around the world.

Only 110 Skycranes were built, including prototypes, with some estimates showing about 60 CH-54As and 10 CH-54Bs. Thanks to modern refurbishing and modular construction, many of these are still flying strong.

And really, what else could you name a helicopter like this other than “Elvis” or “The Hulk”? The Skycrane has earned its place as one of aviation’s most unusual—and most capable—workhorses.

Thanks for reading! If I ever get a chance to catch one of these in action again, you can bet it’ll make its way into a future Buffalo Air-Park video. Until then, keep your eyes on the skies.