The Westland WS-61 Sea King is a British licence-built version of the American Sikorsky S-61 helicopter of the same name, built by Westland Helicopters. The aircraft differs considerably from the American version, with Rolls-Royce Gnome engines (derived from the US General Electric T58), British-made anti-submarine warfare systems and a fully computerised flight control system. The Sea King was primarily designed for performing anti-submarine warfare (ASW) missions. A Sea King variant known as the Commando was developed by Westland to serve as a troop transport.

In British service, the Westland Sea King provided a wide range of services in both the Royal Navy and the Royal Air Force. As well as wartime roles in the Falklands War, the Gulf War, the Bosnian War, the Iraq War and the Afghanistan War, the Sea King is perhaps most well known in its capacity as a Royal Navy Search and Rescue (red and grey livery) and RAF Search and Rescue Force (yellow livery) helicopter. The Sea King was also adapted to meet the Royal Navy's requirement for a ship-based airborne early warning platform.

On 26 September 2018, the last remaining Sea King variant in Royal Navy service was retired. Most operators have replaced, or are planning to replace, the Sea King with more modern helicopters, such as the NHIndustries NH90 and the AgustaWestland AW101. HeliOperations continue to operate three Mk 5 Sea Kings, based at RNAS Portland, training German Navy pilots.

Design and development

Origins
Westland Helicopters, which had a long-standing licence agreement with Sikorsky Aircraft to allow it to build Sikorsky's helicopters, extended the agreement to cover the Sikorsky SH-3 Sea King soon after the Sea King's first flight in 1969. Westland proceeded to independently develop the Sea King, integrating a significant proportion of components from British suppliers; key changes include the use of a pair of Rolls-Royce Gnome turboshaft engines and the implementation of an automatic flight control system. On this matter, authors Jim Thorn and Gerald Frawley stated that: "Despite appearances, Westland's Sea King [is a] very different aircraft from Sikorsky's". Many of the differences between the Westland-built Sea King and the original helicopter were as a result of differing operational doctrine. While the U.S. Navy Sea Kings were intended to be under tactical control of the carrier from which they operated, the Royal Navy intended its helicopters to be much more autonomous, capable of operating alone, or co-ordinating with other aircraft or surface vessels. This resulted in a different crew arrangement, with operations being controlled by an observer rather than the pilot, as well as fitting a search radar.

The Royal Navy selected the Sea King to meet a requirement for an anti-submarine warfare (ASW) helicopter to replace the Westland Wessex, placing an order with Westland for 60 SH-3D Sea Kings in June 1966. The prototype and three pre-production aircraft were built by Sikorsky at Stratford, Connecticut and shipped to the United Kingdom to act as trials and pattern aircraft. The first of the SH-3Ds was initially fitted with General Electric T58s and, after being shipped from the United States, was flown in October 1966 from the dockside at Avonmouth to Yeovil airfield. The other three were delivered from the docks, by road to Yeovil, for completion with British systems and Rolls-Royce Gnome engines. The first Westland-built helicopter, designated Sea King HAS1, flew on 7 May 1969 at Yeovil. The first two helicopters were used for trials and evaluation by Westland and the Aeroplane and Armament Experimental Establishment; subsequent production Sea Kings were delivered to the Royal Navy's 700 Naval Air Squadron from August 1969 onwards.

By 1979, the Royal Navy had ordered 56 HAS1s and 21 HAS2s to meet the anti-submarine requirements, these were also configured for the secondary anti-ship role. The Westland Sea King was updated and adapted for numerous roles, subsequent variants include the HAS2, HAS5 and HAS6. Changes from initial production aircraft included an expansion of the cabin and upgraded engines.

Commando and further developments
One of the most extensively modified variants was the Westland Commando, operated by the Royal Navy as the HC4. The Commando had capacity for up to 28 fully equipped troops and had originally been developed to meet an Egyptian Air Force requirement. Due to the deletion of the amphibious capability, not required in the Egyptian desert, the most noticeable change from the Sea King was the deletion of the side floats, the main undercarriage being carried on stub sponsons. An improved variant of the Egyptian Commando, with changes including the fitting of folding blades common to the ASW variants, was designated as the Sea King HC4 by the Royal Navy and all the aircraft were new build. First flying on 26 September 1979, due to its operational range of up to 600 nautical miles without refuelling, the HC4 'Commando' became an important asset for amphibious warfare and troop transport duties, in particular. Several Royal Naval Air Squadrons have operated the Commando variant, such as 845 Naval Air Squadron, 846 Naval Air Squadron and 848 Naval Air Squadron. In British service, the Sea King HC4 was deployed on operations in the Falklands, the Balkans, both Gulf Wars, Sierra Leone, Lebanon and Afghanistan. Towards the end of the Sea King's operational life, several HAS6s were repurposed by the removal of the ASW equipment, as troop transports. In 2010, the last of the UK's converted ASW Sea Kings to troop transports were retired.

In the 1970s, Westland's experience with the Sea King led the company to conduct the British Experimental Rotor Program (BERP), in coordination with the Royal Aircraft Establishment, which applied innovations in composite materials and new design principles to the helicopter rotor. Initial trials carried out with active Sea Kings found several advantages to the BERP rotor, including a longer fatigue life and improved aerodynamic characteristics. Subsequent Westland helicopters, such as the record-breaking Lynx and the AgustaWestland AW101 Merlin, took advantage of BERP rotors for greater performance. Westland equipped later-built Sea Kings with the new composite rotors as well.

Westland has produced a total of 330 Sea Kings; export customers include the Indian Naval Air Arm, the German Navy, the Royal Australian Navy, and the Royal Norwegian Air Force. The last of the Royal Navy's Sea Kings in the ASW role was retired in 2003, being replaced by the AgustaWestland Merlin HM1. The Sea King Airborne Surveillance and Control (ASaC) variant is expected to be replaced around the introduction of the two  aircraft carriers. The UK has also planned to retire the HC4 and search and rescue variants in March 2016.

Search and rescue

A dedicated search and rescue (SAR) version, the HAR3, was developed for the RAF Search and Rescue Force. The type entered service in 1978 to replace the Westland Whirlwind HAR.10. A 16th helicopter was ordered shortly after, and following the Falklands War of 1982, three more examples were purchased to enable operation of a SAR flight in the islands, initially from Navy Point on the north side of Stanley harbour, and later from RAF Mount Pleasant. In 1992, six further helicopters were ordered to replace the last remaining Westland Wessex helicopters in the SAR role, entering service in 1996. The six Sea King HAR3As featured updated systems, including a digital navigation system and more modern avionics.

Westland also manufactured SAR versions of the Sea King for the Royal Norwegian Air Force, the German Navy and the Belgian Air Force. On SAR variants, the cabin was enlarged by a stretch of the fuselage behind the door; another key feature, used for additional flotation in the unusual event of a water landing, inflatable buoyancy bags were housed inside the aircraft's sponsons. Upgrades and changes made to SAR Sea Kings include the addition of radar warning receivers, a cargo hook for the underslung carriage of goods, and the redesigning of the cockpit for compatibility with night vision goggles.

, up to 12 HAR3/3As were dispersed across the UK, a further two HAR3s were attached to the Falkland Islands, providing 24-hour rescue coverage. Some Royal Navy HAS5 ASW variants were adapted for the SAR role and served with 771 Naval Air Squadron, Culdrose and HMS Gannet SAR Flight at Prestwick Airport in Scotland. , they are expected to remain in service until 2016, being replaced with civilian operated SAR rotorcraft. Both Prince Andrew, Duke of York and Prince William, Duke of Cambridge have flown SAR Sea Kings in front-line roles.

Airborne early warning

The Royal Navy's airborne early warning (AEW) capability had been lost when the Fairey Gannet aeroplane was withdrawn after the last of the RN's fleet carriers was decommissioned in 1978. During the Falklands War, a number of warships were lost and casualties suffered due to the lack of an AEW platform. The proposed fleet cover by the RAF Shackleton AEW.2 was too unresponsive and at too great a distance to be practical. Consequently, two Sea King HAS2s were modified in 1982 with the addition of the Thorn-EMI ARI 5980/3 Searchwater LAST radar attached to the fuselage on a swivel arm and protected by an inflatable dome. This allowed the radar to be lowered below the fuselage during flight and for it to be raised for landing. These prototypes, designated HAS2(AEW), were both flying within 11 weeks and deployed with 824 "D" Flight on HMS Illustrious, serving in the Falklands after the cessation of hostilities. A further eight HAS2s were modified to a production standard, known as the AEW2. Two remained "fitted for but not with".  These entered operational service in 1985, being deployed by 849 Naval Air Squadron. Three Sea King HAS5/6s were later converted as part of the ASaC Mk7 programme, bringing the Mk7 fleet to 13; still 3 below the requirement.

The upgrade programme resulted in the Sea King AEW fleet being upgraded with a new mission system, Comms, NavAids, JTIDS, Active Noise Reduction and Videographic recording.  The Mission System Upgrade (MSU) component (Radar and partial JTIDS integration) was based around the improved Searchwater 2000AEW radar, with an all-new Man-Machine Interface.  This MSU component was later termed "Project Cerberus" by Thales, after successful integration was conducted by Westland and GEC-Marconi. This variant was initially referred to as the Sea King AEW7, but renamed ASaC7 just before In Service Date.  (Airborne Surveillance and Control Mk.7). The main role of the Sea King ASaC7 is detection of low-flying attack aircraft; it also provides interception/attack control and over-the-horizon targeting for surface-launched weapon systems. In comparison to older versions, the new radar enables the ASaC7 to simultaneously track up to 400 targets, instead of an earlier limit of 250 targets. The effectiveness of the AEW7 was greatly increased via the addition of a Link 16 data link, allowing gathered radar information to be analysed and rapidly put to use by multiple allied platforms in range.

The ASaC7s would remain in service until are replaced under the "Crowsnest" programme; intended as a podded capability onboard Merlins.  Previous proposed replacement programmes, Future Organic Airborne Early Warning (FOAEW) and MASC (Maritime Airborne Surveillance and Control) were initiated and then cancelled, due largely to the erroneous assumption that the entire ASaC Mk7 system could simply be lifted and plugged into another aircraft type.  However, as a result of the time gap between the planned out of service date of the Sea King in 2016, and the introduction of  "Crowsnest" seven Sea King ASaC.7 helicopters remained in service with the RN through to the second half of 2018.

Operational history

United Kingdom

Falklands Conflict
A number of Sea Kings were deployed during the Falklands Conflict. They were transported to the combat zone and operated from the decks of various ships of the Royal Navy, such as the landing platform dock . In the theatre, they performed a wide range of missions, from anti-submarine patrols and reconnaissance flights to replenishment operations and the insertion of special forces. Support provided by the Sea Kings in the form of transport for men and supplies has been viewed as vital to the success of the British operation. Sea Kings also protected the fleet by acting as decoys against incoming Exocet missiles, with some missions being flown by Prince Andrew, Duke of York.

Anti-Submarine Sea Kings of 820 Naval Air Squadron were embarked in . With 11 HAS.5s, the squadron operated anti-submarine and search and rescue sorties with one helicopter always airborne on surface search duties. On 14 June, an 820 NAS Sea King HAS.5 was used to transport Major General Jeremy Moore to Port Stanley to accept the surrender of Argentine troops on the island. The squadron flew 1,650 sorties during the war. A Flight of 824 Naval Air Squadron embarked two Sea King HAS.2As aboard  and were used to move supplies to other ships on the way south and later anti-submarine patrols. C Flight had three Sea King HAS.2As on board  which were used for replenishment duties, supplying over 2,000 tons of stores.

825 Naval Air Squadron was formed for the war with 10 Sea King HAS.2s modified as utility variants to support ground forces. The anti-submarine equipment was removed and the helicopters fitted with troop seats. Two aircraft embarked in Queen Elizabeth 2 and were later used for moving troops from QE2 to other ships, the remainder embarked in Atlantic Causeway and were used for troop movements around the islands. Embarked in  was 826 Naval Air Squadron with nine HAS.5s, which carried out continuous anti-submarine sorties. From the departure of Hermes from Ascension in April until the Argentine surrender, the squadron operated at least three helicopters airborne continuously for fleet protection.

On 23 April 1982, a Sea King HC4 was ditched while performing a risky transfer of supplies to a ship at night, operating from the flagship HMS Hermes. On 12 May, a Sea King operating from Hermes crashed into the sea due to an altimeter problem; all crew were rescued. On 19 May 1982 a Sea King, in the process of transporting SAS troops to  from Hermes, crashed into the sea while attempting to land on Intrepid. Twenty-two men were killed and nine survived. Bird feathers were found in the debris, suggesting a bird strike, although investigations of the cause of the accident proved to be inconclusive. The SAS lost 18 men in the crash, their highest number of casualties on one day since the Second World War. The Royal Signals lost one man and the RAF one man.

Gulf War
During the 1991 Gulf War Sea Kings from several nations, including Canada, Britain, and the U.S., were present in the coalition forces against Saddam Hussein's Iraq regime. Due to the threat of potential use of any Iraqi weapons of mass destruction, it was standard practice for Sea King crews to wear fully enclosed NBC (nuclear, biological, chemical) protective suits. Britain's Sea Kings primarily engaged in inter-ship transport duties, including ferrying troops between the fleet and land. Six Sea King Mk4 helicopters from 845 Naval Air Squadron and six of 848 Squadron, which had been reformed to meet this operational demand, worked in support of the ground advance. There was thorough radar coverage by U.S. airborne early warning and control (AWACS) aircraft; British AEW Sea Kings were not deployed.

Following the end of hostilities, the available Sea Kings remained on deployment in the region to conduct transport missions to relocate people displaced by the conflict to refugee camps and repatriate citizens to their home countries.

Balkans
The Sea King participated in the UN and NATO intervention in Bosnia and Herzegovina. 845 Naval Air Squadron and their Sea Kings had been dispatched to the region in late 1992 in response to escalating tensions in the region. They performed various logistical and transport missions, such as the repositioning of Royal Artillery L118 Light Guns in the region and in the evacuation of casualties. In one incident on 24 March 1993, during an attempt to establish an air evacuation route to a UN-declared safe zone, a flight of French Aérospatiale Pumas and Sea King HC4 helicopters were shelled while taking off from an improvised landing zone. Two further Sea Kings arrived to evacuate several UN casualties, managing to fly the wounded to the Bosnian city of Tuzla, where they came under further enemy fire while unloading.

During NATO's intervention in Kosovo, Sea Kings of 814 Naval Air Squadron, operating from numerous Royal Navy vessels in the Adriatic, including the aircraft carrier HMS Invincible, maintained a patrol of the Balkans' coast. The Sea Kings were also heavily used in the transport role during the preparations for a ground invasion of Kosovo.

2000s
In 2000, Sea King HC.4s of 846 NAS participated in Operation Palliser in Sierra Leone.

During the 2003 invasion of Iraq, multiple Sea King ASaC7 from 849 NAS were operated from HMS Ark Royal. On 22 March 2003, two AEW Sea Kings from 849 NAS operating from Ark Royal collided over the Persian Gulf, resulting in the death of seven personnel. A report into the collision called for Sea Kings to be outfitted with night vision goggles, as well as better onboard safety equipment, and recommended changes to procedure regarding the use of radar at night. However, it later transpired that the Board of Inquiry had not been told that the three main contributory factors it reported coincided with the three main areas of degradation between the Mk2 and Mk7. (NVG, Anti-Collision lighting and Interoperability with ships). These had been identified and two contracts let to mitigate the risks had been cancelled by an administrative official. Moreover, in 1994 the RN had rejected the recommendation of the programme manager to retain NVG.

In July 2006, Sea King HC.4 helicopters based at RNAS Yeovilton were temporarily deployed to Cyprus to assist in Operation Highbrow, the evacuation of British citizens from Lebanon.

In October 2011, following several years of service in Afghanistan as troop transports for the International Security Assistance Force (ISAF) forces stationed there, the Sea King HC.4s returned to the UK; their replacement is the AgustaWestland AW101 Merlin. Between April 2009 and July 2011, the Royal Navy's Sea Kings stationed at Camp Bastion conducted over 1000 operational missions.

Australia

In 1974, Australia purchased 12 Westland Sea King Mk 50s as the Royal Australian Navy's new ASW helicopter; the Sea Kings replaced the aircraft carrier 's complement of Westland Wessex HAS31 in the following year. Early operations were troubled by a series of accidents. Between October 1975 to May 1979, four aircraft were lost in accidents, the primary causes were the loss of oil from the main gearbox.

The Australian Sea Kings had similar avionics to that of the Sea King HAS.1, with the same ARI 5995 search radar in a dorsal radome, but had American Bendix AN/AQS-13A dipping sonar instead of the Plessey sonar of the Royal Navy Sea Kings. They also had more powerful engines giving improved high temperature hover performance. Australia's Sea Kings were flown by 817 Squadron RAN from HMAS Melbourne until the carrier was retired from service, without replacement. As the Sea King was too large to operate from the s, 817 Squadron was then forced to operate from land bases, in both ASW and utility roles, with the Sea King relinquishing the anti-submarine mission in 1990.

During the 2003 Iraq War, Sea Kings were heavily used in logistical roles, such as the first delivery of humanitarian aid to the Iraqi capital, Baghdad. In the aftermath of the 2004 Indian Ocean earthquake and tsunami, Australian Sea Kings played a major role in disaster relief efforts in Indonesia's Aceh province, delivering medical teams and supplies from Royal Australian Navy ships. Prior to retirement, the last major missions were flown during the 2010–11 Queensland floods, in which Sea Kings provided SAR coverage of the region and delivered aid relief to citizens in the flooded areas.

The replacement of the Fleet Air Arm's Sea King fleet commenced faster than initially planned following the loss of a Sea King during a humanitarian aid mission in Indonesia in April 2005, resulting in nine deaths. Investigators uncovered serious faults in the condition of the Sea King's mechanical flight control system, resulting from maintenance deficiencies. In May 2007, the six remaining Sea Kings were grounded for two months following the discovery of a number of missing parts.

On 1 September 2011, the Australian Minister for Defence Materiel, Jason Clare, announced that the Sea Kings would be withdrawn from service in December 2011; having flown in excess of 60,000 hours in operations in Australia and overseas in that time. The farewell flight was conducted on 15 December 2011, three Sea Kings flew over Sydney Harbour and across to Canberra, passing Lake Burley Griffin and the Australian War Memorial before landing at Nowra. On 16 December 2011, the Chief of Navy presided over the ceremonial decommissioning of 817 Squadron RAN at NAS Nowra. Five of the withdrawn helicopters have been made available for sale. The replacement for the Sea King was the MRH 90.

India

Following the Indo-Pakistani War of 1965, Pakistan invested heavily in modern submarines and long-range torpedoes. In response, India opted to procure six Westland Sea Kings from Britain in 1969, for ASW duties, designated as Mk42. The purchase also included the provision of air-droppable homing torpedoes for use against submarines. The delivery of the aircraft began a few months before the Indo-Pakistani War of 1971. Due to training shortfalls on the new helicopters, Sea King operations were considerably restricted during the 1971 war; by November 1971, increased aircrew experience had enabled offensive anti-submarine operations to be conducted. The Majestic-class aircraft carrier  was also refitted in 1972–1974 to enable extensive Sea King operations, becoming the carrier's primary anti-submarine aircraft.

During the early 1960s, India and Britain agreed upon the domestic production of the . The initial helicopter deployed aboard India's Leanders, known as the , was the Aérospatiale Alouette III, however, this offered much less capability in the anti-submarine role compared with the Sea King and the need for design changes was realised to allow the Sea King to be deployed upon the flight deck of the Nilgiri class, a practice pioneered by the Royal Canadian Navy using their Sikorsky CH-124 Sea Kings on similar-sized frigates. It proved unfeasible to operate the Sea King from the unmodified Nilgiri class, with the last two ships of the class being fitted with an enlarged flight deck and hangar. This required removal of the ship's Limbo anti-submarine mortar. Beyond the original 1971 procurement, India chose to acquire a further six Mk42s in 1974, and three more in 1980; these three had been specifically modified to operate from the flight deck of the last two Nilgiris and designated as Mk42A.
As a follow-on to the Nilgiris, India commenced development of a new frigate, based on the Leander/Nilgiri, but larger. The resultant , also known as Project 16, could operate two Sea Kings simultaneously.

In 1982, India signed a contract to purchase several Mk42B Sea Kings, an upgraded variant to perform dual-purpose: anti-shipping and anti-submarine missions, following a competition for the order against the Aérospatiale Super Puma. These helicopters would operate from the Godavari-class frigates as well as replace the existing Sea Kings. A team of Indian engineers was sent to Britain to help develop the Mk42B's avionics, especially the onboard software. Changes from the older Sea Kings included a brand new avionics suite, the use of composite materials throughout the fuselage and in the rotor blades, as well as the integration of the Sea Eagle missile, which had been procured from Britain in 1983. Between 1988 and 1992, a total of 20 Mk42B Sea Kings were delivered to the Indian Navy.

Six Sea Kings in troop-carrying capacity, designated Mk42C, were also procured in 1987. Although the Indian Navy considered the AEW Sea King, expected to be designated as Mk42D, it was judged to be too expensive, consequently, in 2003, the Russian Kamov Ka-31 was procured instead. The indigenous HAL Dhruv was the intended replacement for the Sea King in the ASW role, however, in 2000, it was deemed unsuited, as the Indian Navy were dissatisfied with the design's folding blade mechanism and by the Dhruv's maintenance record.

In May 1998, the United States enacted sanctions upon India as a part of the international response to a series of nuclear weapons tests by India. , these sanctions effectively grounded India's Sea Kings because India could not purchase any US-supplied spare parts for the fleet. Westland also complied with the sanctions by refusing to maintain any US-made components. A limited number of Sea Kings were kept operational by cannibalising other aircraft and the manufacture of some components by Hindustan Aeronautics Limited (HAL). In December 2000, President Bill Clinton permitted a relaxation of the sanctions. In the late 2000s, HAL and AgustaWestland signed an agreement to jointly maintain and perform upgrades to India's fleet of Sea Kings.

Norway

The Norwegian Ministry of Justice owns 12 Mk43B Sea Kings which are operated by the Royal Norwegian Air Forces's 330 Squadron. The aircraft are used for SAR and air ambulance missions and are under the command of the Joint Rescue Coordination Centre of Southern Norway and Northern Norway. Introduced in May 1973, they were originally stationed at Bodø Main Air Station, Ørland Main Air Station, Sola Air Station and Station Group Banak. In 1997, the squadron conducted 237 SAR and 747 air ambulance missions. From 1995 to 1998, one helicopter was stationed at Ålesund Airport, Vigra, and since 1999, one has been stationed at Rygge Air Station. Florø Airport became a station for one helicopter from 2009.

The helicopters are to be replaced by AgustaWestland AW101 under the Norwegian All-Weather Search and Rescue Helicopter (NAWSARH) programme gradually from September 2020. The candidates for the NAWSARH contract of 10–12 helicopters was the AgustaWestland AW101, NHIndustries NH90, Eurocopter EC225 and Sikorsky S-92.
July 2013, AgustaWestland AW101 and Eurocopter (EC225) was short-listed to conduct further discussions for the NAWSARH programme for up to 16 helicopters.

Germany
The German Navy placed an order for 22 Sea King Mk.41s on 20 June 1969 as a replacement for the Grumman Albatross flying boat in the Search and Rescue Role. This was the first export sale for the Westland Sea King, and was the first dedicated Search and Rescue Sea King variant, with an enlarged cabin and more fuel. The German Sea Kings had similar radar and navigation equipment to the HAS.1, but was not fitted with sonar. The 22 Sea Kings were delivered between April 1973 and September 1974, equipping Marinefliegergeschwader 5 (MFG 5) (Naval Air Wing 5). An additional Sea King was delivered in April 1975 to replace one destroyed in a gale. The surviving Sea Kings were upgraded between 1986 and 1988, adding the capability to carry Sea Skua anti-ship missiles, which required the addition of a Ferranti Seaspray radar in a nose radome.

The 21 remaining Sea Kings are tasked to a variety of roles including SAR, transport, disaster relief, tactical land–sea transport, evacuation, surveillance, reconnaissance and naval support. The main base is Nordholz, although units are always stationed at Heligoland Airfield and Warnemünde, and sometimes at Borkum Airfield. The helicopters are scheduled to be replaced by the NH-90.

Others

Egypt is a prolific operator of the Sea King, using many different variants for a wide variety of purposes. In addition to operating ASW Sea Kings for coastal patrols, Egypt procured a land-based transport adapted from the basic Sea King, marketed by Westland as the Commando, including a VIP subvariant. An electronic warfare version was also deployed by the Egyptian Air Force, featuring sophisticated onboard jamming systems. As of 2011, 23 Sea Kings/Commandos remain in service with Egypt.

The Qatar Emiri Air Force also operates Westland's Commando variant, as a standard utility transport for ground forces, a single one was also equipped specially to perform VIP transport duties. A few Qatari Sea Kings serve in an anti-shipping capacity and have been outfitted to carry, and deploy if required, two Exocet anti-ship missiles.

Pakistan's Navy took delivery of six Mk.45 Sea Kings, a variant based on the Royal Navy's Sea King HAS.1 from 1975. It served in an combined anti-submarine and anti-ship role, carrying the Exocet missile as an alternative to the normal anti-submarine weapon load of four Mark 44 or Mark 46 torpedoes. One of Pakistan's Sea Kings was lost in an accident in February 1986, and was replaced by an ex-Royal Navy HAS.5, redesignated Mk.45C, in January 1989.

The Belgian Air Force ordered five Sea King Mk.48s to perform Search and Rescue missions in 1974, which entered service in 1976. They were upgraded with new rotor blades in 1987–1988, and with revised avionics, including new radar and provision of a FLIR turret under the nose from 1995. In 2007 Belgium ordered eight NH90 helicopters, of which four were navalised NFH helicopters intended to replace the Sea Kings in the SAR role. Delays in delivery of Belgium's NH90s, together with an increased demand for the NH90s to operate from the Belgian Navy's frigates, resulted in the retirement date for the Sea Kings being pushed back to 2018. Three Sea Kings remained operational in 2017. Belgian Sea Kings had been carried out over 3300 SAR sorties by the end of 2016, with over 1750 lives saved. Belgium retired its last Sea King on 21 March 2019, with a farewell flypas over the Belgian coast. Their SAR role was taken on by four NHIndustries NH90 NATO Frigate Helicopters (NFHs) flying out of Koksijde Air Base near the coast of Flanders. RS05 was donated to "Het Vlaams Luchtvaartopleidingscentrum" (VLOC) and performed it's ferry flight on 26/03/2019. Two of the three Belgian Sea Kings were bought by Historic Helicopters of Chard Equestrian, Somerset, which already owned five Westland helicopters that saw service with the Royal Navy or the RAF. Both Sea Kings left Koksijde Air Base on 20/10/2021 as OO-SEE (RS02) & OO-KNG (RS04) to the UK.

In November 2022, in response to the 2022 Russian invasion of Ukraine the United Kingdom announced they were donating three former Royal Navy Sea Kings to Ukraine. In January 2023, the first Sea King was videoed being used by the Ukrainian Naval Aviation.

In April 2023, the BBC did an interview with one of the co-pilot of a UK donated Sea King to Ukraine. These helicopter served in the Falklands War so it is at least some 40 years old. The co-pilot has said that the Sea King is used for rescuing pilots who have ejected, delivering soldiers and conducting reconnaissance among other tasks. One engineer also told the BBC: "They are old...but they have gone through modernisation, and we need them very much. I believe this is just the start of our work together." The BBC also reports that a third Sea King is being prepared to be sent to Ukraine in the "coming weeks". The third Sea King HU.5 was delivered to Ukraine in May 2023.

Variants

Sea King HAS.1
The first anti-submarine version for the Royal Navy, with Gnome H.1400 engines, a five-bladed tail rotor, a Plessey Type 195 dipping sonar and MEL ARI 5995 search radar in a dorsal radome. The Westland Sea King HAS.1 first flew on 7 May 1969. 56 built, many of which were converted to HAS.2.
Sea King HAS.2
Upgraded anti-submarine version for the Royal Navy, based on Australian Mk 50. More powerful Gnome H.1400-1 engines, six bladed tail rotor and upgraded avionics (including new Type 2069 dipping sonar), and improved navigation and communications equipment; 21 new build aircraft plus conversions from HAS.1s. Some were later converted for AEW (Airborne Early Warning) duties.
Sea King AEW.2
Conversion of Sea King HAS.1 or HAS.2s into AEW aircraft after lack of AEW cover was revealed during the Falklands War. Fitted with Thorn EMI Searchwater radar in inflatable radome, with sonar removed. Normally flown with three person (pilot and two observers) crew compared with four-person crew for ASW Sea Kings. Nine converted.
Sea King HAR.3
Search and rescue version for the Royal Air Force. Fitted with relocated rear cabin bulkhead giving greater cabin length, extra fuel and additional observation windows; 19 built.
Sea King HAR.3A
Improved search and rescue version of the Sea King HAR.3 for the Royal Air Force. Fitted with upgraded avionics; six built.
Sea King HC.4 / Westland Commando
Commando assault and utility transport version for the Royal Navy, with simplified undercarriage, and lengthened cabin. Capable of transporting 28 fully equipped troops; 42 built.
Sea King HC.4X
One aircraft first flown on 10 April 1989 for the Empire Test Pilots' School.
Sea King Mk.4X
Two helicopters based on the HC.4 for trials/test beds at the Royal Aircraft Establishment at Farnborough. Fitted with various nose and/or dorsal sensor installations.
Sea King HAS.5

Upgraded anti-submarine warfare version for the Royal Navy, with longer range MEL Super Searcher radar in enlarged dorsal radome, new AQS902 acoustic processing system with provision to use sonobuoys. Entered service in June 1981; 30 new build aircraft plus about 55 converted from earlier versions. Some later converted into the HAR.5 for Search and Rescue.
Sea King HAR.5
Conversion of HAS.5 to search and rescue role for the Royal Navy, with ASW equipment removed but retaining Sea Searcher radar.
Sea King AEW.5
Four Sea King HAS.5s were converted into AEW helicopters for the Royal Navy.
Sea King HU.5
Surplus HAS.5 ASW helicopters converted into utility role for the Royal Navy.
Sea King HAS.6
Upgraded anti-submarine warfare version for the Royal Navy. fitted with improved avionics, with new sonar processor, improved tactical displays and better communications equipment; five new build aircraft plus conversions.
Sea King HAS.6(CR)
Five surplus HAS.6 ASW helicopters converted into the utility role for the Royal Navy. The last of the Royal Navy's HAS.6(CR) helicopters was retired from service with 846 NAS on 31 March 2010.
Sea King ASaC7
Upgraded AEW2/5 for the Royal Navy with Searchwater 2000AEW replacing original Searchwater radar.
Sea King Mk.41
Search and rescue version of the Sea King HAS.1 for the German Navy, with longer cabin; 23 built, delivered between 1973 and 1975. A total of 20 were upgraded from 1986 onwards with additional Ferranti Seaspray radar in nose and capability to carry four Sea Skua Anti-ship missiles.
Sea King Mk.42
Anti-submarine warfare version of the Sea King HAS.1 for the Indian Navy; 12 built.
Sea King Mk.42A
Anti-submarine warfare version of the Sea King HAS.2 for the Indian Navy, fitted with haul-down system for operating from small ships; three built.
Sea King Mk.42B
Multi-purpose version for the Indian Navy, equipped for anti-submarine warfare, with dipping sonar and advanced avionics, and anti-shipping operations, with two Sea Eagle missiles; 21 built (one crashing before delivery).
Sea King Mk.42C

Search and rescue/utility transport version for the Indian Navy with nose mounted Bendix search radar; six built.
Sea King Mk.43
Search and rescue version of the Sea King HAS.1 for the Royal Norwegian Air Force, with lengthened cabin; 10 built.
Sea King Mk.43A
Uprated version of the Sea King Mk.43 for the Royal Norwegian Air Force, with airframe of Mk.2 but engines of Mk.1; single example built.
Sea King Mk.43B
Upgraded version of the Sea King Mk.43 for the Royal Norwegian Air Force. Upgraded avionics, including MEL Sea Searcher radar in large dorsal radome, weather radar in nose and FLIR turret under nose. Three new-build plus upgrade of remaining Mk.43 and Mk.43A helicopters.
Sea King Mk.45

Anti-submarine and anti-ship warfare version of the Sea King HAS.1 for the Pakistan Navy. Provision for carrying Exocet anti-ship missile; six built.
Sea King Mk.45A
One ex-Royal Navy Sea King HAS.5 helicopter was sold to Pakistan as an attrition replacement.
Sea King Mk.47
Anti-submarine version of the Sea King HAS.2 for the Egyptian Navy; six built.
Sea King Mk.48
Search and rescue version for the Belgian Air Force. Airframe similar to HAS.2 but with extended cabin; five built, delivered 1976. Retired in 2018.
Sea King Mk.50
Multi-role version for the Royal Australian Navy, equivalent to (but preceding) HAS.2; 10 built.
Sea King Mk.50A
Two improved Sea Kings were sold to the Royal Australian Navy as part of a follow-on order in 1981.
Sea King Mk.50B
Upgraded multi-role version for the Royal Australian Navy.
Commando Mk.1
Minimum change assault and utility transport version for the Egyptian Air Force, with lengthened cabin but retaining sponsons with floatation gear; five built.
Commando Mk.2
Improved assault and utility transport version for the Egyptian Air Force, fitted with more powerful engines, non-folding rotors and omitting undercarriage sponsons and floatation gear; 17 built.
Commando Mk.2A
Assault and utility transport version for the Qatar Emiri Air Force, almost identical to Egyptian Mk.2; three built.
Commando Mk.2B
VIP transport version of Commando Mk.2 for the Egyptian Air Force; two built.
Commando Mk.2C
VIP transport version of Commando Mk.2A for the Qatar Emiri Air Force; one built.
Commando Mk.2E
Electronic warfare version for the Egyptian Air Force, fitted with integrated ESM and jamming system, with radomes on side of fuselage; four built.
Commando Mk.3
Anti-ship warfare version for the Qatar Emiri Air Force, fitted with dorsal radome and capable of carrying two Exocet missiles. Eight built.

Operators

Current operators
 Egypt
 545 Air Wing: 11 Squadron (Mersa Matruh, wfu) --> AW149
 546 Air Wing: 12 Squadron (Almaza)

 Egyptian Air Force

 Germany

 German Naval Aviation Command

 India

 Indian Naval Air Arm

 Norway

 Royal Norwegian Air Force

 Pakistan

 Pakistan Naval Air Arm

 Ukraine

 Ukrainian Naval Aviation

 United Kingdom

 HeliOperations – Private operator providing training for German Naval Aviation Command

Former operators
 Australia

 Fleet Air Arm - in service from 1976 to 2011

 Belgium

 Belgian Air Component - in service from 1976 to 2019

 Qatar

 Qatar Emiri Air Force - in service from 1975 to 2022

 Sierra Leone

 Republic of Sierra Leone Armed Forces - in service from 2006 to 2015

 United Kingdom

 Royal Air Force - in service from 1978 to 2015
 Fleet Air Arm - in service from 1969 to 2018
 Qinetiq Group - Used from 2010 to 2016

Aircraft on display
Australia
 N16-118 – Sea King Mk 50 on static display at the Fleet Air Arm Museum near Nowra.

Belgium
 RS01 – Sea King Mk 48 on static display at the Royal Museum of the Armed Forces and Military History in Brussels.
RS03 – preserved at Koksijde
RS05 – Preserved at Ostend Air College, used as an instructional airframe.
RS02 & RS04 – preserved in flying condition by the Historic Helicopter Group, Somerset

India
 IN504 – Sea King Mk 42 on static display at the HAL Aerospace Museum in Bangalore, Karnataka.
 IN505 – Sea King Mk 42 on static display at the Naval Aviation Museum in Dabolim, Goa.

United Kingdom
 XV677 – Sea King HAS.6 on static display at the South Yorkshire Aircraft Museum in Doncaster, South Yorkshire.
 XV712 – Sea King HAS.6 on static display at the Imperial War Museum Duxford in Duxford, Cambridgeshire.
 XZ574 – Sea King HAS.5 on static display at the Fleet Air Arm Museum in Yeovilton, Somerset. The aircraft was delivered to the Royal Navy in 1976 and was operated from HMS Invincible during Operation Corporate. During the rescue of the crew from ditched Sea King HC.4 ZA311 on 23 April 1982, the helicopter was flown by HRH Prince Andrew.
 XZ585 – Sea King HAR.3 on static display at the RAF Museum in London.
 XZ592 – Sea King HAR.3 is on static display at Morayvia in Kinloss, Moray.
 XZ593 – Sea King HAR.3 in storage at the Falkland Islands Museum and National Trust in Stanley, Falkland Islands. The aircraft was donated to the people of the Islands in 2016 after being retired. It will eventually go on display in a new museum annex.
 XZ597 – Sea King HAR.3, restored to flying condition by the Historic Helicopter Group, Somerset
 ZA298 – Sea King HC.4 on static display at the Fleet Air Arm Museum in Yeovilton, Somerset. Nicknamed the "King of the Junglies" it is notorious for having survived multiple times heavy combat damage without any fatalities. First in the Falkland War where it was hit by gunfire from an Argentinian A-4 Skyhawk, then during the Bosnian War where it was showered by small-arms fire and finally during the war in Afghanistan where it suffered a direct hit by an anti-tank RPG.
 ZD477 – Sea King HC.4 on static display at East Midlands Aeropark.
 ZF122 – Sea King HC.4 – Historic Helicopter Group
 ZG822 Sea King HC.4 Commando on static display at South Wales Aviation Museum (SWAM), former RAF St Athan, near Cardiff

Specifications (Sea King HAS.5)

See also

References

Notes

Bibliography

 Allen, Patrick. Sea King. London:  Airlife, 1993. .
 Armistead, Leigh and Edwin Armistead. Awacs and Hawkeyes: The Complete History of Airborne Early Warning Aircraft. St Paul, Minnesota: Zenith Imprint, 2002. .
 Baker, A.D. The Naval Institute Guide to Combat Fleets of the World 1998–1999. Annapolis, Maryland, US: Naval Institute Press, 1998. .
 Bilgrami, S. J. R. Dynamics of Sanctions in World Affairs. Bourne, Lincolnshire, UK: Atlantic Publishers, 2004. .
 Bud, Robert and Philip Gummett. Cold War, Hot Science: Applied Research in Britain's Defence Laboratories, 1945–1990. London: NMSI Trading, 2002. .
 Burden, Rodney A., Michael A. Draper, Douglas A. Rough, Colin A. Smith and David Wilton. Falklands: The Air War. Twickenham, UK: British Aviation Research Group, 1986. .
 Byers, R.B. The Denuclearisation of the Oceans. London: Taylor & Francis, 1986. .
 Carrara, Dino. "Sea Kings to the Rescue". Air International, Vol. 77, No. 6, December 2009, pp. 78–82. .
 Chant, Christopher. Air War in the Falklands 1982. Oxford, UK: Osprey Publishing, 2001. .
 Chant, Christopher. A Compendium of Armaments and Military Hardware. London: Routledge, 1988. .
 Chartres, John. Westland Sea King: Modern Combat Aircraft 18. Surrey, UK: Ian Allan, 1984. .
 Chesneau, Roger. Aeroguide 10: Westland Sea King HAR Mk 3. Essex, UK: Linewrights, 1985. .
 Donald, David., Christopher Chant. Air War in the Gulf 1991. Oxford, UK: Osprey Publishing, 2001. .

 Ellis, Ken. Wrecks & Relics 22nd edition. Manchester, UK: Crecy Publishing, 2010. .
 Freedman, Lawrence. The Official History of the Falklands Campaign: War and diplomacy. London: Routledge, 2005. .
 Fricker, John. "Pakistan's Naval Air Power". Air International, Vol. 40 No. 6. June 1991. pp. 297–301. .
 Gibbings, David.  Sea King: 21 years Service with the Royal Navy. Yeovilton, Somerset, UK: Society of Friends of the Fleet Air Arm Museum, 1990. .
 Gillett, Ross. Australia's Armed Forces of the Eighties. Brookvale, New South Wales, Australia: Child & Henry, 1986. .
 Harding, Ian. "Going Strong at 40". Air International, Vol. 92, No. 3, March 2017. pp. 84–87. .
 Hewish, Mark. Air Forces of the World: An Illustrated Directory of All the World's Military Air Powers. New York: Simon & Schuster, 1979. .
 Hiranandani, G.M. Transition to Eminence: The Indian Navy 1976–1990. New Delhi, India: Lancer Publishers, 2005. .
 Hiranandani, G.M. Transition to Guardianship: Indian Navy 1991–2000. New Delhi, India: Lancer Publishers, 2012. .
 Hoyle, Craig. "World Air Forces Directory". Flight International, Vol 180 no. 5321, 13–19 December 2011. pp. 26–52. .
 Howard, Lee, Mick Burrow and Eric Myall. Fleet Air Arm Helicopters since 1943. Staplefield, Sussex, UK: Air-Britain, 2011. .
 James, Derek N. Westland Aircraft since 1915. London: Putnam, 1991. .
 Lake, Jon. "Westland Sea King: Variant Briefing". World Airpower Journal, Volume 25, Summer 1996, pp. 110–135. London: Aerospace Publishing. . .
 McGowen, Stanley S. Helicopters: An Illustrated History of their Impact. Santa Barbara, California: ABC-CLIO, 2005. .
 Ripley, Tim. Conflict in the Balkans, 1991–2000. Oxford, UK: Osprey Publishing, 2001. .
 The Royal Air Force Handbook: The Definitive MoD Guide. London: Conway, 2006. .
 Singh, Pushpindar. "Sealand to Bear-Foxtrot...The History of India's Naval Air Arm: Part Two". Air International, Vol. 40 No. 1, January 1991. pp. 34–44. .
 Thorn, Jim and Gerard Frawley. International Directory of Military Aircraft 1996–1997. Fyshwick, Australian Capital Territory, Australia: Aerospace Publications, 1996. .
 Uttley, Matthew. Westland and the British Helicopter Industry, 1945–1960: Licensed Production versus Indigenous Innovation. London: Routledge, 2001. .
 "Westland's Multi-role Helicopter Family: Omnifarious Sea King". Air International, Vol. 20, No. 5, May 1981, pp. 215–221, 251–252. .

External links

helis.com Section on the Westland Sea King
Royal Australian Navy Sea King
Sea King Mk7 Airborne Surveillance and Control
Royal Air Force Sea Kings

1960s British anti-submarine aircraft
Anti-submarine helicopters
Search and rescue helicopters
Amphibious helicopters
1960s British helicopters
Sea King
Aircraft first flown in 1969
Twin-turbine helicopters

Westland Sea King


Volker Kutscher (født 26. december 1962 i Lindlar, Tyskland) er en tysk forfatter, der er særlig kendt for at have skrevet Gereon Rath-cyklussen, der omhandler en politikommisær i 1920'ernes og 1930'ernes Berlin. Den første bog er blevet filmatiseret til de første to sæsoner af Babylon Berlin, og der er planer om flere sæsoner i fremtiden.

Liv

Kutscher opvoksede i Wipperfürth. Han læste Germanistik, filosofi og sagn på Universität Wuppertal og Universität Köln. Herefter arbejdede han som journalist i Wipperfürth.

I 1995 udgav han sin første kriminalroman kaldet Bullenmord på Köln-forlaget Emons.

I 2008 udkom bogen Der nasse Fisch, som det første bind i historisk serie om politikommisæren Gereon Rath fra Köln, der i slutningen af Weimarrepublikken kommer til Berlin og efterforsker forskellige forbrydelser.

Kutscher udgiver via Kiepenheuer & Witsch i Köln og Piper i München.

Den første bog i serien om Gereon Rath er blevet filmatiseret af Tom Tykwer, Achim von Borries og Henk Handloegten i tv-serien Babylon Berlin. Den er produceret af X Filme Creative Pool sammen med ARD Degeto, Sky og Beta Film. De første to sæsoner havde præmmiere i 2017.

Bibliografi

Gereon Rath-cyklussen
 Der nasse Fisch. Gereon Raths erster Fall. Kiepenheuer & Witsch, Köln 2008, .
 Der stumme Tod. Gereon Raths zweiter Fall. Kiepenheuer & Witsch, Köln 2009, .
 Goldstein. Gereon Raths dritter Fall. Kiepenheuer & Witsch, Köln 2010, .
 Die Akte Vaterland. Gereon Raths vierter Fall. Kiepenheuer & Witsch, Köln 2012, .
 Märzgefallene. Gereon Raths fünfter Fall. Kiepenheuer & Witsch, Köln 2014, .
 Lunapark. Gereon Raths sechster Fall. Kiepenheuer & Witsch, Köln 2016, .
 Moabit. Galiani, Berlin/Köln 2017,  (Prequel).
 Marlow. Der siebte Rath-Roman. Piper, München 2018, .

Andre
 Bullenmord. Emons Verlag, Köln 1995,  (sammen med Christian Schnalke).
 Vater unser. Emons Verlag, Köln 1998,  (sammen med Christian Schnalke).
 Der schwarze Jakobiner. Historischer Kriminalroman, Neuaufl. Emons Verlag, Köln 2003, .

Comic-Adaptions
 Arne Jysch: Der nasse Fisch. Carlsen, Hamburg 2017, .

Filmografi
 2009: Ladylike – Jetzt erst recht!
 2010: Einsatz in Hamburg – Rot wie der Tod

Referencer

Eksterne henvisninger

 Gereon-Rath-Website
 Interview mit Volker Kutscher auf Krimi-Couch.de
 Dokumentarfilm mit und über Volker Kutscher, zusammen mit Philip Kerr und Dominique Manotti: Krimis und das Dritte Reich, Regie: Christoph Rüter, * Inhaltsangabe  bei Christoph Rüter Filmproduktion
 Interview mit Volker Kutscher über Babylon Berlin, Marlow und die Verteidigung der Demokratie auf buchszene.de
 Interview mit Volker Kutscher über das Ende der Gereon-Rath-Romane auf tagesspiegel.de
 WDR 5 (Westdeutscher Rundfunk) Tischgespräch. Gesprächskultur mit prominenten Zeitgenossen vom 20. Februar 2019

Forfattere fra Tyskland
Krimiforfattere
Personer fra Köln

Volker Kutscher


Akün Sahnesi; Ankara'nın Çankaya ilçesinde bulunan bir tiyatro sahnesidir. Ankara Devlet Tiyatrosu tarafından sahnelenen temsillere ev sahipliği yapan ana mekanlardan biri olarak hizmet verir. Şinasi Sahnesi ile aynı binada yer alan sahneye, Atatürk Bulvarı üzerindeki girişten ulaşılır. Uzun yıllar boyunca sinema salonu olarak hizmet veren bir mekanın yenilenmesiyle tiyatro ve müzikal gösterimlerine uygun hale getirilen sahne, 361 koltuk kapasitelidir.

Tarihçe
Bugün bir tiyatro sahnesi olarak kullanılan binanın tarihi 1970'li yıllara dayanır. Orijinalinde bir sinema salonu olarak tasarlanan mekanın açılışı 1 Mayıs 1975 tarihinde gerçekleştirildi. Hababam Sınıfı filminin gösterime sunulmasıyla birlikte hizmet vermeye başlayan salon, 911 koltuk kapasitesi ile döneminin en büyük ve kalabalık sinemalarından biri haline geldi. Açık kaldığı süre boyunca yabancı yapımların ve ağırlıklı olarak sanat filmlerinin oynatıldığı bir sinema olan Akün; Türkiye Büyük Millet Meclisi ve pek çok bakanlığın bulunduğu bir bölgede yer alması sebebiyle genellikle memurlar, üst düzey yöneticiler ve bürokratlar tarafından tercih edilmekteydi. Dikkat çeken mimarisi sayesinde Kavaklıdere semtiyle özdeşleşerek özellikle 90'lı yıllarda şehrin en bilinen mekanlarından biri haline gelmişti.

2002 yılına kadar aktif olarak hizmet veren Akün Sineması, sinema kültürünün yaygınlaşmasıyla doğru orantılı olarak şehirdeki çok salonlu sinema sayısında meydana gelen artış sonucunda diğer sinemalarla rekabet edemediği ve seyirci sayısında düşüş yaşandığı gerekçesiyle; 23 Mayıs 2002 tarihinde, yine Hababam Sınıfı filmiyle son gösterimini yaparak kapatıldı. Aynı yıl Devlet Tiyatroları'na devredilen salon, bir tiyatro sahnesine dönüştürülmek üzere tadilata alındı. 13 Nisan 2004 tarihinde İstanbul Devlet Tiyatrosu tarafından sahnelenen Maksim Gorki'nin "Ayaktakımı Arasında" adlı oyunuyla perde açan mekan, halen Akün Sahnesi adı altında bir tiyatro sahnesi olarak kullanılmaktadır.

Mimari
Temelde bir sinema salonu olarak kurgulanan mekanın yeniden düzenlenerek bir tiyatro sahnesine dönüştürülmesi için mimar Özgür Ecevit'in tasarımını yaptığı ve dönemin Orta Doğu Teknik Üniversitesi öğretim üyesi Prof. Dr. Mehmet Çalışkan'ın ise akustik sistemi üzerinde çalıştığı bir proje hazırlandı. Sinema salonlarından farklı olarak bir sahneye ve sahne gerisinde çeşitli teknik birimlere ihtiyaç duyulduğu için bu projeyle birlikte iç mekanda oldukça büyük değişiklikler yapılarak sahnenin çeşitli düzenlerde kullanılmasına olanak sağlayacak bir düzenek yaratıldı. Böylelikle Akün Sahnesi hem küçük prodüksiyonlu oyunların hem de kalabalık ekiplerden oluşan büyük müzikallerin rahatça temsil edilebileceği bir mekana dönüştürüldü.

Sahne ve seyirci salonu
Tiyatro sahnesinin yükselip alçalabilen bir platform şeklinde inşa edilmesiyle mekanın dört farklı düzende kullanılabilmesine olanak sağlanmıştır. Sahne derinliği ise kullanılan sahne düzenine göre 10 ile 18 metre arasında değişmektedir. 7 metreye kadar yükseltilebilen sahnenin önünde bir orkestra çukuru ve 2.5x2.5 metre boyutlarında 6 adet hidrolik asansör bulunur. Çerçeve sahne düzeninde seyirci kapasitesi 554 izleyiciye kadar ulaşırken orkestra çukurunun aktif olarak kullanıldığı durumlarda bu sayı 503'e düşmektedir. Yarım arena düzeni aynı anda 444 seyircinin temsili izlemesine olanak sağlarken tam arena düzeninde ise kapasite 361'e iner. Salondaki akustiği düzenlemek adına tavanda kullanılan eğimli ve ahşap paneller oturma kısmının duvarlarında da tercih edilmiş ve böylelikle mekan içerisinde bir süreklilik yakalanmıştır. Sinema salonunun koltukları muhafaza edilerek yalnızca kırmızı renkli kumaşlarla yenilenmiş ve salon genelinde renk-malzeme uyumu sağlanmıştır.

Akustik
Yapılan teknik analizler sonucunda tiyatro oyunları ve müzikallerin sahnelenebilmesi için salondaki akustiğin yeterli seviyede olduğu gözlemlenmiştir. Duvarlarda kullanılan 20 mm kalınlığındaki düz ahşap paneller ve tavandaki eğimli plakalar sesin dağıtılmasını veya emilmesini sağlayacak şekilde tasarlanmıştır. Mekanın genelinde kullanılan 708 adet yüzey elemanının hepsi akustiği destekleyecek şekilde 12 farklı malzemeden imal edilerek yerleştirilmiştir. Seyirci başına 6m³ hacme sahip olan mekanda, dolu salon için çınlama süresi 1,3 saniye (500-1000 hertz) düzeyinde tutulmuştur.

Fuaye alanı
Akün Sahnesi'nin giriş katındaki gişe ile fuaye alanlarını birbirinden ayıran duvarın ön ve arka yüzünde, Türk seramik sanatçısı Atilla Galatalı tarafından tasarlanmış olan modüler seramik panolar yer alır. Açık kompozisyonla oluşturulmuş panolarda ağırlıklı olarak soluk renkler kullanılmış ve farklı boyutlardaki geometrik parçaların bir araya getirilmesiyle büyük bir rölyef oluşturulmuştur. Panonun zemini ise eşit büyüklükteki dokulu karoların döşenmesiyle meydana gelmiştir. Arka planda kullanılan materyaller mat fildişi rengi sırla kaplanırken panoyu oluşturan modüllerde ise parlak beyaz, mavi, turkuaz ve altın rengi sırlar kullanılmıştır.

Ayrıca bakınız

 Şinasi Sahnesi

Kaynakça

Dış bağlantılar
 Akün Sahnesi Sahne Planı

Ankara Devlet Tiyatrosu
Ankara'daki tiyatro sahneleri
Çankaya'daki yapılar
2004'te Türkiye'de kurulan oluşumlar
Ankara'daki cumhuriyet dönemi yapıları
1975'te tamamlanan etkinlik mekânları

Akün Sahnesi


Josip Kalasancije Schlosser - Klekovski (Jindřichov, Moravska, 25. siječnja 1808. – Zagreb, 27. travnja 1882.), hrvatski Prirodoslovac i liječnik češkoga podrijetla,  smatra se osnivačem znanstvene botanike u Hrvatskoj. Nakon završetka medicine u Beču, došao je 1836. u Hrvatsku, gdje isprva radi kao privatni pa onda županijski liječnik u Križevcima (1844–54) i Zagrebu (1854–61).
Poznat je po istraživanjima biljnoga i životinjskoga svijeta Hrvatske, osobito hrvatske flore u suradnji s Lj. Vukotinovićem, s kojim objavljuje floristička djela: Pregled hrvatske flore (Syllabus florae Croaticae, 1843), malu ekskurzijsku floru za određivanje biljaka Bilinar (1873) i fundamentalno djelo Hrvatska flora (Flora Croatica, 1869).

Bio je među prvim izabranim članovima JAZU, predstojnik matematičko-prirodoslovnoga razreda i prvi je predsjednik Hrvatskoga planinarskog društva (1874).

Ime Klekovski izabrao je za dodijeljeni naslov viteza 1867.

Izvori

Prirodne znanosti
Hrvatski botaničari

Josip Kalasancije Schlosser


Roman u stihovima, dulje pripovijedno književno djelo s karakteristikama romana (likovi, radnja, dijalog, opisi i dr.), ispisano u stihovima. Obično ima više likova koji u toku radnje doživljavaju neku vrstu transformacije te zahvaća više perspektiva i glasova. Sadrži opise, dijaloge i pripovijedanje.

Najpoznatiji primjer vjerojatno je Jevgenij Onjegin (1833.) ruskog romantičara A. S. Puškina, o neostvarenoj ljubavi dandyja iz Sankt-Peterburga i seoske plemkinje. Ponekad se kao romani u stihovima označavaju i epovi "Don Juan" (1818. – 1824.) engleskog romantičkog pjesnika Byrona i Gospodin Tadija (polj. Pan Tadeusz, 1834.) glasovitog poljskog pjesnika Adama Mickiewicza.

U doba modernizma roman u stihu se donekle povlači pred drugim književnim oblicima. U drugoj polovici 20. stoljeća doživljava novi uzlet te je krajem 20. stoljeća popularan na Karibima, u Australiji i na Novom Zelandu. Popularan je i roman u stihu za djecu i mlade, kao posebna inačica ove književne forme.

Noviji primjer u hrvatskoj književnosti je distopijski roman u stihu "Što će biti s nama" (2015.) Borivoja Radakovića.

Izvori

Književnost

Roman u stihovima


رامايانا (دڤناگري: Rāmāyaṇa, रामायण) هي ملحمة شعرية هندية قديمة بالسنسكريتية تـُنسب إلى الشاعر ڤالميكي. وتعتبر من التراث الهندي وتكاد تكون نصاً مقدساً، وهي ملحمة لا يزيد طولها على ألف صفحة، قوام الصفحة منها ثمانية وأربعون سطراً؛ وعلى الرغم من أنها كذلك أخذت تزداد بالإضافات من القرن الثالث قبل الميلاد إلى القرن الثاني بعد الميلاد، فإن تلك الإضافات فيها أقل عدداً مما في المهابهاراتا، ولا تشوه الموضوع الأصلي كثيراً؛ ويعزو الرواة هذه القصيدة إلى رجل يسمى ڤالميكي، وهو كنظيره المؤلف المزعوم للملحمة الأخرى الأكبر منها، يظهر في الحكاية شخصية من شخصياتها ولكن الأرجح أن القصيدة من إنشاء عدد كبير من المنشدين العابرين، أمثال أولئك الذين لا يزالون ينشدون هاتين الملحمتين، وقد يظلون يتابعون إنشادهما تسعين ليلة متعاقبة، على مستمعين مأخوذين بما فيها من سحر. وكما أن المهابهاراتا تشبه الإلياذة في كونها قصة حرب عظيمة أنشبتها الآلهة والناس، وكان بعض أسبابها استلاب أمة لامرأة جميلة من أمة أخرى؛ فكذلك تشبه رامايانا الأوديسية وتقصّ عما لاقاه أحد الأبطال من صعاب وأسفار، وعن انتظار زوجته صابرة حتى يعود إليها فيلتئم شملها من جديد، وترى في فاتحة الملحمة صورة لعصر ذهبي، كان فيه «دازا- راذا» يحكم مملكته «كوسالا» (وهي ما يسمى الآن أودا) من عاصمته «أيوذيا»:

مزداناً بما تزدان به الملوك من كرامة وبسالة، وزاخراً بترانيم الفيدا المقدسة

أخذ (دازا- راذا) يحكم ملكه في أيام الماضي السعيد...

إذ عاش الشعب التقيُّ مسالماً، كثير المال رفيع المقام

لا يأكل الحسد قلوبهم؛ ولا يعرفون الكذب فيما ينطقون؛

فالآباء بأسْراتهم السعيدة يملكون ما لديهم من ماشية وغلة وذهب

ولم يكن للفقر المدقع والمجاعة في (أيوديا) مقام.

طالع أيضاً

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المراجع

أفضل 100 كتاب في كل العصور
راما (هندوسية)
شعر هندوسي
قصائد القرن 6 ق م
قصائد القرن 7 ق م
قصائد ملحمية في السنسكريتية
نصوص هندوسية

رامايانا


Zijemlje (Mostar, BiH), naseljeno mjesto u gradu Mostaru, BiH
 Zijemlje (Istočni Mostar, BiH), naseljeno mjesto u općini Istočni Mostar, BiH

Zijemlje


المعهد الملكي للشرطة هو معهد يقع في مدينة القنيطرة، وهو تابع للمديرية العامة للأمن الوطني، ويهدف إلى تكوين موظفي الأمن الوطني.

خلال سنة 2020، استفاد من حلقات التكوين الأساسي بالمعهد الملكي للشرطة ومختلف مدارس التكوين، 7822 متمرنا من مختلف الرتب والدرجات الشرطية.

شروط الترشيح
تخضع ملفات الترشيح لمختلف المباريات المفتوحة لولوج مختلف أسلاك موظفي الأمن الوطني لعملية انتقاء أولي ولا يستدعى لاجتيازها إلا المترشحون الذين تم قبول ملفاتهم من طرف لجنة الانتقاء.

تحدد معايير عملية الانتقاء وكيفيات إجرائها بقرار للمدير العام للأمن الوطني.

يجب أن تتوفر في المترشحين للتوظيف في أسلاك حراس الأمن وضباط الأمن ومفتشي الشرطة وضباط الشرطة وعمداء الشرطة، باستثناء المنتمين منهم لأسلاك موظفي الأمن الوطني، إضافة إلى الشروط العامة المنصوص عليها في الفصل 21 من الظهير الشريف رقم 008-58-1 الصادر في 4 شعبان 1377 (24 فبراير 1958) في شأن النظام الأساسي العام للوظيفة العمومية، الشروط الخاصة التالية:

1 - أن يبلغوا من العمر 21 سنة على الأقل و30 سنة على الأكثر عند تاريخ إجراء المباراة بالنسبة لحراس الأمن وضباط الأمن ومفتشي الشرطة وضباط الشرطة ، و21 سنة على الأقل و35 سنة على الأكثر عند تاريخ إجراء المباراة بالنسبة لعمداء الشرطة. ويمكن تمديد حد السن المذكورة لمدة تعادل مدة الخدمات المدنية أو العسكرية السابقة الصحيحة أو الممكن تصحيحها لأجل التقاعد من غير أن تتجاوز 40 سنة.

2 - أن يخضعوا لفحص طبي تشرف عليه لجنة طبية مختصة محدثة لدى المديرية العامة للأمن الوطني يثبت قدرتهم البدنية والنفسية على القيام بالمهام التي ستناط بهم. وفي جميع الأحوال، لا يقبل للعمل بصفوف الأمن الوطني كل مترشح:

 يكون مصابا بمرض أو عاهة تضعف قدرته البدنية أو تعرقل عمل عضو من أعضائه أثناء مزاولة نشاط عملي بالليل والنهار، ولاسيما التمدد الوريدي في السيقان، والإصابات المزمنة في الجهاز العصبي والخلل والمرض العقلي الذي استلزم علاجا في إحدى مؤسسات الأمراض العقلية، وكذا جميع الإصابات في الحلق والحنجرة التي قد تعرقل خروج الصوت أو العجز الكلي أو الجزئي عن النطق. وتعتبر التمتمة كذلك مانعا من القبول في هذه المناصب.
 لا يتوفر على قوة سمع تمكنه من سماع الهمس على بعد 0,50 متر، وعلى سماع صوت عال على بعد 5 أمتار. ويعتبر بمثابة عدم القدرة البدنية كل اضطراب في السمع أو كل إصابة في الأذن تؤدي إلى الصمم في أذن واحدة أو في الأذنين معا.
 لا يتوفر على قوة بصرية يبلغ مجموعها 15/10 على الأقل، من غير استعمال نظارات أو عدسات أو أية وسيلة يمكنها رفع القوة البصرية، ويحدد المقدار الأقصى للقوة البصرية في 20/10 بالنسبة للعينين و 10/10 بالنسبة لكل عين.
 لا يتوفر، من غير انتعال أحذية، على 1,73 متر على الأقل من الطول بالنسبة لضباط الأمن وحراس الأمن الذكور، و1,70 متر على الأقل بالنسبة للأسلاك الأخرى، و1,67 متر بالنسبة للإناث في جميع الدرجات. ويجوز للمدير العام للأمن الوطني، في حالات استثنائية، أن يخالف الشروط المتعلقة بالطول والقوة البصرية لفائدة بعض المترشحات والمترشحين المدعوين لمزاولة مهام خاصة.

3 - أن يلتزم كتابة بالبقاء في خدمة مصالح المديرية العامة للأمن الوطني لمدة لا تقل عن ثمان (8) سنوات ابتداء من تاريخ التوظيف. ويلزم كل موظف يخل بهذا الالتزام بأن يرجع لفائدة الخزينة العامة للمملكة مجموع المبالغ والرواتب التي استفاد منها خلال فترات التكوين، إضافة إلى نسبة الثمن (8/1) عن كل سنة أو جزء من سنة من الخدمة غير المنجزة. غير أنه يعفى من رد المبالغ والرواتب المذكورة الموظف الذي تم وضع حد لمهامه من قبل الإدارة بسبب ثبوت عدم قدرته الصحية أو المهنية على الاستمرار في مزاولة مهامه.

التكوين

التكوين الأساسي
يعين المترشحون الذين تم توظيفهم، متمرنين في الرتبة الأولى من درجتهم. ويخضعون بهذه الصفة لتكوين أساسي بالمعهد الملكي للشرطة أو بأحد مراكز التكوين التابعة له، ينظم في شكل تكوينات نظرية وتطبيقية. يرسم ويرتب المتمرنون بعد اجتيازهم بنجاح امتحان نهاية التكوين في الرتبة الثانية من درجتهم بالنسبة للفئات المحددة مدة تكوينها في سنة واحدة، وفي الرتبة الثالثة من درجتهم بالنسبة للفئات المحددة مدة تكوينها في سنتين. ويرتب المتمرنون المحددة مدة تكوينهم في سنتين، بعد السنة الأولى من التمرين، في الرتبة الثانية من درجتهم. كما يمكن تمديد مدة التكوين، بالنسبة للمتمرنين الذين لم يبرهنوا خلال تكوينهم على الأهلية اللازمة للقيام بالمهام التي ستناط بهم لمدة أقصاها سنة دون أن تعتبر هذه المدة في احتساب الأقدمية من أجل الترقي في الرتبة وفي الدرجة. وإذا لم يتم ترسيم المتمرنين بعد انصرام مدة التمديد، وجب إما إعفاؤهم وإما إرجاعهم إلى أطرهم الأصلية إذا كانوا ينتمون للإدارة.

مدة التكوين
تستغرق مدة التكوين الأساسي:

 سنة بالنسبة لعمداء الشرطة الممتازين ولضباط الشرطة ولضباط الأمن ولمفتشي الشرطة ولحراس الأمن
 سنتان بالنسبة لعمداء الشرطة

مدارس الشرطة
في إطار مخطط المديرية العامة للأمن الوطني الرامي إلى خلق «لا تمركز» في مراكز التدريب الشرطي، والذي من شأنه تقريب مدارس الشرطة من الأقطاب الحضرية الكبرى، والرفع من مستوى التكوين الأمني، تم إحداث مجموعة من مدارس الشرطة بعدد من المدن المغربية وهذه المدارس تابعة للمعهد الملكي للشرطة، وفيما يلي قائمة مدارس الشرطة في المغرب:

 مدرسة الشرطة ببوقنادل
 مدرسة الشرطة بالفوارات
 مدرسة الشرطة بإفران
 مدرسة الشرطة بوجدة
 مدرسة الشرطة بفاس
 مدرسة الشرطة بالعيون
 مدرسة الشرطة بطنجة

مراجع

الشرطة المغربية

المعهد الملكي للشرطة (المغرب)


O Metropolitan Opera House (também conhecido como The Met) é uma casa de ópera localizada na Broadway na Lincoln Square, no Upper West Side de Manhattan, em Nova York. Parte do Lincoln Center for the Performing Arts, o teatro foi projetado por Wallace K. Harrison. Foi inaugurado em 1966, substituindo o original de 1883 Metropolitan Opera House na Broadway com a 39th Street. Com uma capacidade de aproximadamente 3 850 lugares, a casa é a maior casa de ópera de repertório do mundo. Sede da Metropolitan Opera Company, a instalação também abriga o American Ballet Theatre nos meses de verão.

Casas de espetáculos da cidade de Nova Iorque
Casas de ópera dos Estados Unidos
Lincoln Center

Metropolitan Opera House (Lincoln Center)


තැම්බූ සහල් පාදක ආහාර වර්ග බත් වර්ග ලෙස හැඳින්වේ.

පිසීමේ ක්‍රමය අනුව විවිධ වර්ග බත්

තැම්බූ බත්
ජලයෙන් හෝ හුමාලයෙන් තැම්බූ බත් වර්ග වේ.

තෙම්පරාදු බත්

ජලයෙන් හෝ හුමාලයෙන් තැම්බා  තෙම්පරාදු කල බත් වර්ග වේ.

කිරි දැමූ බත්
ජලයෙන් හෝ හුමාලයෙන් තැම්බා පොල් කිරි හෝ ගව කිරි දැමූ බත් වර්ග වේ.

බත් වර්ග

බත් වර්ග


Joseph Wilfred Camille "The Eel" Henry (January 31, 1933 – September 11, 1997) was a professional Canadian ice hockey left winger/centre who played for the New York Rangers, the Chicago Black Hawks and the St. Louis Blues in the National Hockey League.

Playing career
Born in Quebec City, Henry, nicknamed 'The Eel' played in the Quebec Junior Hockey League with the Quebec Citadelles during his junior career. Henry led the league in goals in 1951-52 with 52 goals and in 1952-53 with 46 goals. He also led the league in point scoring in 1951-52 with 114 points and was selected to the QJHL First All-Star Team in 1951-52 and in 1952-53. Henry also made an appearance in the 1953 Memorial Cup playoffs posting 21 points in 8 games.

Henry made his National Hockey League debut with the New York Rangers in 1953-54. He had his greatest success wearing number 21 for the New York Rangers. At 5 ft 7 in (1.70 m) and 150 lb (68 kg), he was the smallest man in the NHL at the time and suffered numerous injuries throughout his career. He was known for his ability to swat the puck out of mid air to score goals. He won the Calder Memorial Trophy as the National Hockey League rookie of the year beating out Jean Béliveau of the Montreal Canadiens. After playing 21 games with the Rangers the following season, Henry was traded to the Providence Reds of the American Hockey League. He was then loaned to the Quebec Aces in the Quebec Hockey League. Henry would return with the Reds in 1955-56, and he led the AHL in goals with 50. Henry would also lead the Reds to a Calder Cup championship and in the process, he scored 10 goals in 9 games to lead all players in playoff scoring.

In 1956-57, Henry returned to the Rangers. He split his time with the Rangers and the Reds that season, before playing for 7 straight seasons with only the Rangers. Camille was selected as an NHL Second All-Star Team left winger in 1957-58, the year he also won the Lady Byng Memorial Trophy for best sportsmanship combined with production.  In 1964-65, he was named Captain of the New York Rangers. He also played in the 1958, 1963 and 1964 NHL All-Star Games. In 1964-65, Henry was traded to the Chicago Black Hawks for Paul Shmyr. Henry played 22 games with the Black Hawks posting 8 points. During that season, Henry also made his first ever trip to the Stanley Cup Finals. The Black Hawks ended up losing in 7 games to the Montreal Canadiens.

He would return to New York in 1967-68, where he would split his time with the Buffalo Bisons in the AHL. Henry was traded to the St. Louis Blues in 1968-69 where he went to the Stanley Cup finals in 1969. He would play 2 seasons with the Blues before retiring.

Notable Appearances

On November 1, 1959 when Jacques Plante first wore a mask for protection in a game, Camille was the only player to score on him in that game.

On December 12, 1963 Camille participated in an NHL record when the Montreal Canadiens and the New York Rangers combined for the fastest three goals by two teams in NHL history.   Dave Balon and Gilles Tremblay scored for Montreal and Camille Henry scored for the Rangers, all within 18 seconds.  The record stood until Feb. 10, 1983.

Camille scored the first ever hat trick for the St. Louis Blues.

Post-playing career
Henry coached the Kansas City Blues of the Central Hockey League in 1969-70 and then coached the New York Raiders of the World Hockey Association but he never duplicated his early success. He coached the New Jersey Rockets semi-pro hockey club that played at Ice World in Totowa, NJ in the mid/late 1970s. Henry eventually ran the twin rinks in Totowa, New Jersey and Branchbrook Park in Newark.

Henry was married and divorced from Dominique Michel, famed Quebec chanteuse and comedienne. After his retirement Henry lived in Quebec City and held security jobs, eventually becoming essentially destitute. He was widely considered  to have an alcohol consumption problem which was complicated by diabetes. He died shortly after receiving his first reimbursement for the players' pension fund which was awarded by the courts.

Awards and achievements
Selected to the QJHL First All-Star Team in 1952 and 1953.
Calder Memorial Trophy winner in 1954.
Selected to the AHL First All-Star Team in 1956.
Calder Cup champion in 1956.
Played in 1958, 1963 and 1964 NHL All-Star Games.
Selected to the NHL Second All-Star Team in 1958.
Lady Byng Memorial Trophy winner in 1958.
 In the 2009 book 100 Ranger Greats, was ranked No. 21 all-time of the 901 New York Rangers who had played during the team's first 82 seasons
On November 1, 1959, when Jacques Plante donned a mask for the first time, Henry was the only player in that game to score on him.

Career statistics

Coaching record

References

External links

1933 births
1997 deaths
Buffalo Bisons (AHL) players
Calder Trophy winners
Canadian expatriate ice hockey players in the United States
Canadian ice hockey centres
Chicago Blackhawks players
Ice hockey people from Quebec City
Kansas City Blues (ice hockey) players
Lady Byng Memorial Trophy winners
New York Rangers players
Providence Reds players
Quebec Aces (QSHL) players
Raiders/Golden Blades/Knights WHA franchise
St. Louis Braves players
St. Louis Blues players

Camille Henry


Diezma, İspanya'nın on yedi özerk bölgesinden, ülkenin güneyinde en fazla nüfusu sahip bulunan Endülüs otonom bölgesine bağlı sekiz eyaletten biri olan Granada'ya bağlı 170 belediyeden biridir. Diezma belediyesinin nüfusu, 2005 yılı nüfus sayımlarına göre 836 kişidir.

Granada'nın belediyeleri

Diezma


Die Opština Centar (;  Komuna e Qendrës) ist eine der zehn Opštini der nordmazedonischen Hauptstadt Skopje. Sie liegt in der südlichen Innenstadt nördlich angrenzend zum Vodno-Gebirge. Der Bezirk hatte laut der letzten Volkszählung vom Jahr 2021 43.893 Einwohner. Davon waren 33.731 Mazedonier, 1.301 Serben, 1.100 Albaner, 765 andere, 622 Roma, 552 Aromunen, 548 Türken, 171 Bosniaken, 51 undeklariert, 39 unbekannt und 5.013 Personen wurden von den Gemeinderegistern gezählt, deren ethnische Zugehörigkeit unbekannt war.

Hier befindet sich ein Teil des Alten Basars von Skopje.

Weblinks

 Offizielle Website der Gemeinde Centar

Einzelnachweise

Opština in Skopje

Opština Centar


An Kraenzlinella tunguraguae in uska species han Liliopsida nga syahan ginhulagway ni Friedrich Carl Lehmann ngan Friedrich Fritz Wilhelm Ludwig Kraenzlin, ngan ginhatag han pagkayana nga asya nga ngaran ni Carl Ernst Otto Kuntze, Adolf Engler och Karl Anton Eugen Prantl. An Kraenzlinella tunguraguae in nahilalakip ha genus nga Kraenzlinella, ngan familia nga Orchidaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Kraenzlinella

Kraenzlinella tunguraguae


The Bangkok Mass Transit System, commonly known as the BTS Skytrain (  [BTS]), is an elevated rapid transit system in Bangkok, Thailand. It is operated by Bangkok Mass Transit System PCL (BTSC), a subsidiary of BTS Group Holdings, under a concession granted by the Bangkok Metropolitan Administration (BMA) which owns the lines. The system consists of 62 stations along three lines with a combined route length of . The BTS Sukhumvit Line running northwards and south-eastwards, terminating at Khu Khot and Kheha respectively. The BTS Silom Line which serves Silom and Sathon Roads, the central business district of Bangkok, terminates at National Stadium and Bang Wa. The Gold Line people mover runs from Krung Thon Buri to Klong San and serves Iconsiam. The lines interchange at Siam station and Krung Thon Buri. The system is formally known as "The Elevated Train in Commemoration of HM the King's 6th Cycle Birthday" ().

Besides the three BTS lines, Bangkok's rapid transit system includes the underground and elevated Mass Rapid Transit (MRT) lines, the Bus Rapid Transit System (BRT), and the elevated Airport Rail Link (ARL), serving several stations before reaching Suvarnabhumi Airport, and the SRT Red Lines of the State Railway of Thailand.

History

Plans for mass transit in Bangkok began in the early-1980s. An early version of the Skytrain project was known as the Lavalin Skytrain because it was designed using the Vancouver SkyTrain as a model, adopting technology developed by SNC-Lavalin. Due to political interference, the concession with Lavalin was cancelled in June 1992, despite Bangkok's chronic traffic congestion. The Thai Government focused on increasing road and expressway infrastructure in an attempt to reduce the congestion. This had little impact as the number of cars on the road continued to increase dramatically. The routes considered as part of the Skytrain project would become the basis for the MRT system and are mainly underground. In the early-1990s, foundations and a viaduct for the Lavalin Skytrain were constructed in the middle of the Phra Pok Klao Bridge across the Chao Phraya River. The planned metro bridge remains unused but may become part of the MRT's future Purple Line.

Another abortive attempt at building an elevated rail network was the Bangkok Elevated Road and Train System (BERTS), which was terminated in 1998 after only 13.77 percent had been completed.

Shortly after it became clear that the Lavalin Skytrain had stalled, then-Governor Major General Chamlong Srimuang asked his deputy, Captain Kritsada Arunwong na Ayutthaya, to create a new feeder system with a route along Sukhumvit and Silom Roads. Krisda and his team from the Bangkok Metropolitan Administration (BMA) succeeded in finding a private investor. Krisda also convinced everyone concerned to allow the city supervise the project. Keeree Kanjanapas founded the Bangkok Transit System Corporation (BTSC) and it successfully financed the system and grew it from a feeder system to a full mass transit project. Thanayong Public Company Limited ) had a 28 percent stake in BTSC when the Skytrain began, and therefore in its early days the system was sometimes referred to as the "Thanayong Skytrain".

Siemens, the supplier of the railway technology, and the Thai contractor, Italian Thai Development, built the system for BTSC. The "Skytrain" name was bestowed later by the press following the Vancouver example where the elevated metro had been named "Skytrain". Originally, the Skytrain depot was to be built underneath Lumphini Park, but due to widespread objections from Bangkok residents it was constructed on a parcel of land on Phahonyothin Road, replacing the old northern/northeastern bus terminal (Mo Chit). The current depot at Mo Chit is part of the proposed "Bangkok Terminal" project, where a large complex composed of a new regional bus terminal, park and ride facility, and other commercial development can be built directly above it.

The Skytrain system was opened on 5 December 1999 by Princess Maha Chakri Sirindhorn. It initially had lower-than-predicted ridership, with 200,000 passenger trips per day. Ticket revenue was only enough to meet the trains' operating cost, and not sufficient to service construction loans.  The Skytrain's daily passenger numbers have steadily increased since then. On 9 December 2005, more than 500,000 single trips were made on the Skytrain on a single day for the first time. By September 2012, the Skytrain served around 600,000 passengers on an average day, increasing to 650,000 on an average weekday in 2013. A record 760,000 passengers traveled on Sunday, 22 December 2013, a day of mass political protest in Bangkok. The normal Sunday average is 400,000 passengers. The BTS had a fleet of 52 four-car trains (208 carriages) by 2017. 46 new four-car trains (184 carriages) were ordered to address growing capacity requirements of the existing lines to cater for the Sukhumvit Line extensions south to Kheha and north to Khu Khot. They were delivered from 2018 to 2020.

On March 5, 2020, the BTS made a song about the COVID-19 pandemic, as an antidote to the grim warnings about the coronavirus, showing the staff dancing and keeping hygiene.

Station layout

All of the system's stations are elevated and constructed on three levels. The street level provides access to the station proper via stairs and often escalators and lifts. Supporting utility equipment (generators, water tanks) are usually located at this level on traffic islands.

The first elevated level of the stations contains the ticket booths, some small kiosk-like shops, and fare gates. The second level (and third at Siam station) is again accessed with stairs, lifts and escalators and contains the platforms and rails. With the exception of Siam Station, Ha Yaek Lat Phrao station and Samrong, the stations follow a side platform layout. Siam Station uses island platforms to facilitate cross-platform interchange between the two lines. The distances between doors are equal throughout the train, regardless of whether they are in the same or different cars, and the locations where the doors will be after the train has stopped are marked on the platform. The platforms are built to accommodate trains of six cars, but trains of only four cars are in operation. Security personnel are stationed at every platform and ticketing hall.

Five Skytrain stations, Sala Daeng, Asok, Ha Yaek Lat Phrao, Bang Wa and Mo Chit, are interchanges with the MRT system. Saphan Taksin station is connected to the adjacent Sathon Pier where the Chao Phraya Express Boat services call. Many stations are linked by skybridges (overhead pedestrian walkways) to neighbouring buildings and public amenities.

Platform screen doors (half size) are installed at On Nut, Phrom Phong, Asok, Chit Lom, Siam, Thong Lor, Phaya Thai, Victory Monument, Sala Daeng, and Chong Nonsi stations from 2014 to present . These will eventually be installed at all stations. The installation at Phrom Phrong station caused a software problem and a six-hour shutdown of all BTS services on 24 December 2013, leading to gridlock in the city.

Ticketing

Fares are calculated according to distance. From 2007 a stored-value card called the BTS Smartpass was sold. In May 2012, this was replaced by a new stored-value ticket called Rabbit Card. This is an electronic payment card system that allows holders to pay for the fee of BTS and BRT with only one card. Rabbit Cards can also be used to pay for other services and restaurants that are associated with BTS.

Single tickets can be purchased at ticket machines. The ticket is tapped on the way in, but inserted to be swallowed when leaving the paid area.

The Mangmoom Card which is intended to be used on the Skytrain, MRT and Airport Rail Link was repeatedly delayed from its original 2015 launch date and is not currently valid on the BTS.

At present, two of the Bangkok train systems (Skytrain, and Airport Rail Link) require separate tickets to be purchased to travel around the network. Only MRT and SRT Red Line accept EMV (Europay, Mastercard, and Visa) contactless that passengers can tap your credit/debit card directly to enter the gate.

BTS Network

At its opening, the BTS had 23 stations on its two lines: 17 on the BTS Sukhumvit Line and 7 on the Silom Line, with both lines interchanging at Siam. Since then, 30 additional stations have opened on the Sukhumvit Line and 6 on the Silom Line, with the latest new three stations at Gold Line.

BTS route extensions
In 2002, the cabinet of then Prime Minister Thaksin Shinawatra amended laws in order to allow private firms to finance the cost of operating the train system, while the government would undertake civil engineering works to build new extensions.

Timeline of BTS openings
 5 December 1999 Sukhumvit Line: Mo Chit – On Nut; Silom Line: National Stadium – Saphan Taksin
 15 May 2009 Silom Line: Saphan Taksin (S06) – Wong Wian Yai (S08)
 12 August 2011 Sukhumvit Line: On Nut (E09) – Bearing (E14)
 12 January 2013 Silom Line: Wong Wian Yai (S08) – Pho Nimit (S09)
 14 February 2013 Silom Line: Pho Nimit (S09) – Talat Phlu (S10)
 5 December 2013 Silom Line: Talat Phlu (S10) – Bang Wa (S12)
 3 April 2017 Sukhumvit Line: Bearing (E14) – Samrong (E15)
 6 December 2018 Sukhumvit Line: Samrong (E15) – Kheha Samut Prakan (E23)
 9 August 2019 Sukhumvit Line: Mo Chit (N8) – Ha Yaek Lat Phrao (N9)
 4 December 2019 Sukhumvit Line: Ha Yaek Lat Phrao (N9) – Kasetsart University (N13)
 5 June 2020 Sukhumvit Line: Kasetsart University (N13) – Wat Phra Sri Mahathat (N17)
 16 December 2020 Sukhumvit Line: Wat Phra Sri Mahathat (N17) – Khu Khot (N24)
 8 February 2021 Silom Line: Saint Louis (S4, infill station)

1st extension – Silom Line south to Wong Wian Yai (2009)
On 18 October 2005, with no approval from the central government forthcoming, Bangkok Metropolitan Administration (BMA) decided to fund and complete the  Silom Line route extension to Krung Thonburi Station (S07) and Wongwian Yai Station (S08). Construction began on 13 December 2005 with completion originally expected within two years. However, problems with the tendering and installation of a new Bombardier open signalling system repeatedly pushed back the schedule. The extension finally opening on 15 May 2009. However, the single platform Saphan Taksin station which has only one track, has caused repeated delays during rush hour. In 2012, the BMA announced plans to demolish Saphan Taksin station in the future. There are now plans to construct new platforms and remove the bottleneck and keep the station which provides an important link between river boats. The plan includes redesigning the road bridges either side of the viaduct to fit the new station.

2nd extension – Sukhumvit Line east to Bearing (2011)
A second extension, the 5.25 km On Nut station (E09) to Bearing station (E14) started construction in August 2006. The 4 billion baht extension was again funded by the BMA. The original scheduled opening date was mid-2009. However, an unusual, prolonged delay in the tendering of the contract for the electrical and signals resulted in a two-year delay. "The senior City Hall official responsible for making the purchase has apparently stalled the scheme over fears of being investigated if something went wrong with the purchase."

The BTSC was contracted by the BMA to run the extension. Subsequently, the extension did not open until over two years later on 12 August 2011. The delay in opening prompted the BMA to offer free travel for this extension until the end of 2011 as compensation. A flat fare separate from the distance based fare normal in the BTS network was then charged for this section. However, distance based fares are now used for this extension.

3rd extension – Silom Line south to Bang Wa (2013)
The third extension to the network, a 5.3 km, four station extension from Wongwian Yai (S8) to Bang Wa (S12) in Phasi Charoen District began construction in the 2nd quarter of 2011 with a deadline of the end of 2012. Only the stations had to be constructed as the viaduct had been completed some years prior. However, construction was delayed for many months by the Bangkok floods of late 2011. It eventually opened in stages. Pho Nimit opened on 12 January 2013, Talat Phlu opened on 14 February 2013, with the last two stations opening on 5 December 2013. For most of 2013, passengers changed platforms and trains at Wongwian Yai for a shuttle service to S09 and S10 as there was no turnout at S10 for through trains. Since the opening of the final section of the extension to Bang Wa station on 5 December 2013, this is no longer the case.

4th extension – Sukhumvit Line east to Kheha (2017-2018)
Construction started in April 2012 for a , seven station extension from Bearing station (E14) to Samut Prakan Station (E23). The extension is being built by Ch. Karnchang. Two stations (E18 & E22) will be built at a later date. The extension was funded by the MRTA as it is outside BMA city limits. The extension was planned to open in 2017. In April 2013, the MRTA awarded Ch Karnchang the contract for track laying and electrical systems. Construction was completed in 2017, but arguments over who should operate the line delayed the opening. One station, Samrong opened earlier, on 3 April 2017. The full extension opened on 6 December 2018 and the BTSC has announced that the free travel concession on this section will continue until the new train sets arrive to allow for the new section to be fully functional.

5th extension – Sukhumvit Line north to Khu Khot (2019-2020)
1) Mo Chit station to Saphan Mai: 11.4 km, 12 stations (N9–N20).
2) Saphan Mai to Khu Khot: 7.5 km, four stations (N21-N24).
An 11.4 km, 12 station northern extension from Mo Chit station to Saphan Mai in Don Mueang District has been planned since the Sukhumvit Line opened. Originally, this extension was scheduled to be completed by 2008. However, due to a combination of changes in government, a prolonged environmental study, and problems with locating a suitable train depot, the extension has been continually delayed.

A further 16.5 km, nine station extension from Saphan Mai to Lam Lukka was also planned once the extension to Saphan Mai had been completed. This was subsequently split into two extensions. A 7.5 km, four station extension to Khu Khot and a 9 km, five station extension along Lam Lukka Road to Lam Lukka.

Due to the significant delay in the northern extension plans, in mid-2013 it was decided by the MRTA to tender extensions (1) & (2) at the same time by the end of 2013.  However, the dissolution of parliament in November 2013 delayed this yet again. A tender was finally released in January 2014 with an April deadline before being delayed until late May 2014 due to concerns from bidders.

A military coup in late-May suspended the bidding process while the military administration reviewed all major projects. In late-June, the military administration affirmed the tender which will proceed before the end of 2014. In mid-August, the MRTA announced that the new tender deadline would be 30 September 2014. Five bidders qualified with successful bids to be announced by December. The contract to construct the line for both extensions (1) & (2) was finally signed in April 2015 and the full extension was scheduled to open in 2020.

Testing of the final 9.8 km, 7 station section from Wat Phra Sri Mahathat (N17) to Khu Khot (N24) began on 5 October and continued until the full extension opens. It was officially inaugurated on 16 December 2020 by the Prime Minister.

Opening dates
 The first section to Ha Yaek Lat Phrao station (N9) opened on 9 August 2019;
 the next 4 stations from Ha Yaek Lat Phrao station (N9) to Kasetsart University (N13) opened on 4 December 2019;
 further 4 stations from Kasetsart University (N13) to Wat Phra Sri Mahathat (N17) opened on 5 June 2020;
 the remaining section of 9.8 km and 7 stations from Wat Phra Sri Mahathat (N17) to Khu Khot (N24) opened on 16 December 2020.

Saint Louis (S4) infill station – Silom Line (2021)
In 2018, it was decided to finally build the missing Saint Louis (S4) station (originally named Sueksa Wittaya), the EIA was finalised in March 2019. Construction of the station began in August 2019 and by the end of 2019 had reached 25% progress. By August 2020, construction had reached 50% but was 30% behind schedule due to COVID related delays.

The station opened on 8 February 2021.

Future extension plans
BTS Group Holdings will tender to operate more BTS and MRT lines in the future through financing from its BTS Rail Mass Transit Growth Infrastructure Fund after it received approval from the Thai Securities and Exchange Commission in March 2013. The IPO raised US$2.1 billion, the largest in Thailand's history.

Sukhumvit Line, north
A further 9 km, five station extension from Khu Khot station to Wongwaen-Lam Luk Ka station is planned to be constructed by 2029.

Sukhumvit Line, east
 A further 7 km, five-station extension from Kheha station to Bang Pu station is planned to be constructed by 2029.
 A spur line from Bang Na to Suvarnabhumi Airport (terminating at future South Passenger Terminal of Suvarnabhumi Airport). However, this may also be built as a light rail.

Silom Line, south
After the opening of Wutthakat (S11) and Bang Wa (S12) stations 5 December 2013, the BMA announced a new proposal to further extended the Silom line by 7 km from Bang Wa (S12) station, by six stations to Taling Chan. At Taling Chan it would connect with the SRT Light Red line.

A public hearing was held in 2015. Three route options were considered, with construction intended to start in 2017. Part of the basis for this further extension by the BMA is that it would provide proximate access to the Southern Bus Terminal. The BMA Transport and Traffic Office completed an economic evaluation of the extension in October 2018 which found a cost benefit ratio of 2.37. The study recommended that an EIA be completed in 2019 but this was delayed.

In 2022, Department of Rail Transport ("DRT") was announced that the Silom Line will be part of the new M-Map 2 action plan. This plan will be extended the Silom line from Bang Wa (S12) to Bang Rak Noi Tha It (S23) on the Ratchaphruek road by 18 kilometers and 11 stations. The first part of the extension will be end at Taling Chan (S16) to connect with the SRT Light Red line. The second part of the extension will be end at Bang Rak Noi Tha It (S23) in Nonthaburi province to connect with the MRT Purple Line at current MRT station. In this extension, DRT proposed the new main depot to separate the system depot from the Sukhumvit line. Which make the Silom line will be completely standalone system. However, the extension will be start until the Saphan Taksin station (S6) was renovated into double track.

Silom Line, west
The Silom Line is planned to be extended by one or two stations west along Rama 1 from National Stadium (W1) to link with the SRT Dark Red Line at Yot Se station. However, no time frame for this extension has been announced and this section of the SRT Dark Red Line will not be built until after 2022.

Originally, the plan was to extend the Silom Line west from National Stadium into Chinatown, then north to Democracy Monument where it would then run west to Rattanakosin Island and Sanum Luang, tunnel under the river to the Thonburi side before terminating at Phran Nok. However, this plan was shelved in 2009 and much of this route has been replaced by routing changes to the planned MRT Orange Line.

Terminal stations

Terminal stations and physical ends of their lines are Khu Khot, Kheha, National Stadium, Bang Wa.

Some trains terminate early and resume travel in the opposite direction at Kasetsart University, Mo Chit, and Samrong. This allows more frequent trains on the central sections of the lines without added investment in carriages.

Rolling stock
The BTS Skytrain uses two variations of electric multiple unit rolling stock. All operate on . All trains have four doors on each side per car, an air-conditioning unit, and LCD monitors for public announcement and advertising. Public announcements are spoken by actress Ratklao Amaradit. The power supply for all trains is at 750 V DC from the third rail.

Siemens trains

First order (EMU-A1)

The rolling stock of BTS Skytrain, in use when the line opened in 1999, consisted of 35 Siemens Modular Metro trains from Siemens. These initial trains had three cars, two motor cars and one trailer in the center. The Sukhumvit Line used 20 trains, and the Silom Line had 15.

After the 12 new car CNR trains were delivered for the Silom line in December 2010, the 15 Siemens trains on the Silom Line were transferred to the Sukhumvit Line.

Second order: extra cars to expand to four-car train operations (EMU-A1)
To increase capacity, in October 2010, BTSC ordered an extra 35 single cars from Siemens to make each train a four car set.

These extra cars were progressively introduced into operation from November 2012 to March 2013, when all 35 sets of Siemens rolling stock finally became four car sets.

The Silom Line cars have been modified to support a signaling system from Bombardier Transportation since the extension from Saphan Taksin to Wong Wian Yai.

Third order: new four-car sets for extension operations (EMU-A2)

To serve the Sukhumvit Line Extension (East) BTSC ordered 22 new Siemens-Bozankaya EMU four-car trains from a consortium of Siemens and Bozankaya in May 2016.

These trains were manufactured in the Bozankaya factory in Ankara, Turkey. Siemens supplied bogies, traction, braking and auxiliary systems and was responsible for project management, development, construction and commissioning of the trains. Siemens will also take on service and maintenance for 16 years.

The first set of the new batch of rolling stock arrived in early August 2018 for testing and approval by the BTSC. These new trains increase capacity from 1,490 passengers per train to 1,573. As of the opening of the new Sukhumvit Line extension to Kheha Samut Prakan on 6 December 2018, only 3 sets of the 22 sets had been delivered. This resulted in a limited 10-minute frequency, shuttle service for the new extension as an interim measure until more rolling stock is delivered.

The train features : Perch Seats, LCD Dynamic Route Map (AKA. Passengers Information Display)

CNR Changchun trains

First order (EMU-B1)

In early 2008, the BTSC ordered 12 new trains (12 sets of four cars) from Changchun Railway Vehicles (EMU B class) to cater for the then soon to open Wong Wian Yai extension of the Silom Line. Their design was modified to the existing BTS's Siemens Modular Metro. The new trains were delivered late and only began service the Silom Line in December 2010. This was some 18 months after the Wong Wian Yai and Krung Thonburi stations were opened in May 2009 during which time there was severe overcrowding on the Silom line.

These trains consist of two-motor cars and two-trailer cars (i.e., four-car trainsets) and feature LCD TVs for public announcements and advertising. An advanced digital voice announcement (DVA) and passenger information systems was installed.

Second order (EMU-B2)
In September 2011, the BTSC ordered five more four-car trainsets of CNR rolling stock for 1.5 billion baht to prepare for the Silom Line extension to Bang Wa which was then due to open in December 2012. These five new train sets of rolling stock entered service on 29 November 2013 after the first two stations of the Silom Line extension to Bang Wa opened in January and February 2013, respectively. This second batch of CNR EMUs (B Class) differ slightly from the first batch in exterior fitting out such as with the LCDs screens, LED route displays, signage, and passenger communication units.

CRRC Changchun trains (EMU-B3)

In May 2016, BTSC has signed a contract to order 24 more four-car trains of CRRC Changchun Railway Vehicles rolling stock to prepare for the Sukhumvit Line extension (North) and to cater for increasing demand, with expected delivery in 2018.

It has delivered 24 of its cars to Mo Chit Depot. 24 cars are now operating its service on the Silom Line and Sukhumvit Line (Car 75–98)

This train features : Perch Seats, LCD Dynamic Route Map (AKA. Passengers Information Display)

Ridership
The first years of operations saw limited ridership. The line had few direct ramps into malls and lacked escalators. Little by little, while escalators were installed and side bridges added, patronage increased. The opening of Siam Paragon Mall in 2004, at the time Thailand's most luxurious mall, boosted crowds at the system's central Siam station. The redevelopment of the Ratchaprasong and Siam districts as well as new "skywalks" fostered growing accessibility.

Ridership grew steadily with incremental expansion of the lines, and at peak hour, the trains sometimes depart without being able to take all waiting passengers. Average daily ridership first surpassed 200,000 in June 2001, 300,000 in November 2003, 400,000 in March 2006, 500,000 in August 2011, 600,000 in August 2013 and 700,000 in November 2017. Ridership decreased significantly during the COVID-19 pandemic in Thailand.

Ridership statistics

Stations

Network map

See also
 Sukhumvit Line
 Silom Line
 Keeree Kanjanapas
 Rail transport in Bangkok
 List of rapid transit stations in Bangkok
 Mass Rapid Transit Master Plan in Bangkok Metropolitan Region
 MRT (Bangkok)
 MRT Blue Line
 MRT Brown Line
 MRT Grey Line
 MRT Light Blue Line
 MRT Orange Line
 MRT Pink Line
 MRT Yellow Line
 Airport Rail Link (Bangkok)
 SRT Dark Red Line
 SRT Light Red Line
 BMA Gold Line
 Bangkok BRT

References

External links

 BTS, ARL, MRT & BRT network map
 Bangkok at UrbanRail.net
 Photo visual guide  by travellikeaboss.org
COVID-19 song

1999 establishments in Thailand
750 V DC railway electrification

BTS Skytrain