762 US: AIRCRAFT-SHERPA to SIKORSKY

Height overallTailplane spanWheel trackPropeller diameterPropeller ground clearanceCabin door: Height

WidthBaggage door: Height

WidthDIMENSIONS, INTERNAL ( a l l ) :

Cabin volumeBaggage hold

AREAS (all, except where indicated):Wings, gross: C-500T, K-500T

K-200, K-300, C-400Ailerons (total)Trailing-edge flaps (total)Spoilerons (total)FinRudder, incl tabTailplaneElevators, incl tab

WEIGHTS AND LOADINGS:Weight empty: K-200

K-300 landplaneK-300TC-400C-500T

Max T-O weight: K-200

2.87 m (9 ft 5 in)5.03 m (16 ft 6 in)2.69 m (8 ft 10 in)

2.54 m (8 ft 4 in)0.69 m (2 ft 3 in)1.12 m (3 ft 8 in)1.55 m (5 ft 1 in)0.51m (1 ft 8 in)0.76 m (2 ft 6 in)

4.42 m3 (156 cu ft)0.36 m3 (12.7 cu ft)

25.55 m2 (275.0 sq ft)24.71 m2 (266.0 sq ft)

1.83 m2 (19.7 sq ft)4.51m2 (48.5 sq ft)

0.39 m2 (4.2 sq ft)1.24 m2 (13.4 sq ft)1.37 m2 (14.7 sq ft)2.81m2 (30.3 sq ft)2.39 m2 (25.7 sq ft)

1,252 kg (2,760 lb)1,390 kg (3,0651b)1,393 kg (3,070 lb)1,445 kg (3,185 lb)1,427 kg (3,1461b)1,846 kg (4,0701b)

K-300: landplanefloatplane

K-300TC-S0OT

Max wing loading: K-200K-300: landplane

floatplaneK-300TC-500T

Max power loading: K-200K-300: landplane

floatplaneK-300TC-500T

2,268 kg (5,000 lb)2,404 kg (5,300 lb)2,494 kg (5,500 lb)2,844 kg (6,270 lb)

74.7 kg/m2 (15.30 lb/sq ft)87.8 kg/m2 (17.99 lb/sq ft)93.1 kg/m2 (19.06 lb/sq ft)96.6 kg/m2 (19.78 lb/sq ft)

110.1 kg/m2 (22.55 lb/sq ft)6.98 kg/kW (11.46 lb/hp)6.54 kg/kW (10.75 lb/hp)6.94 kg/kW (11.40 lb/hp)4.46 kg/kW (7.33 lb/hp)5.09 kg/kW (8.36 lb/hp)

PERFORMANCE:Max operating speed: K-200 123 kt (229 km/h; 142 mph)

K-300T 182 kt (338 km/h; 210 mph)Max cruising speed: K-300 132 kt (245 km/h; 152 mph)

K-300T 162 kt (301 km/h; 187 mph)C-400 140 kt (259 km/h; 161 mph)

Normal cruising speed at 75% power:K-200C-400C-500T

Econ cruising speed: K-300K-300TC-400

Stalling speed: flaps up: K-200 51 kt (94 km/h; 58 mph)K-300, K-300T, C-400 54 kt (100 km/h; 62 mph)

105 kt (195 km/h; 121 mph)144 kt (267 km/h; 166 mph)162 kt (301 km/h; 187 mph)120 kt (222 km/h; 138 mph)146 kt (270 km/h; 168 mph)129 kt (238 km/h; 148 mph)

flaps down: K-200K-300K-300T, C-400C-500T

Max rate of climb at S/L:K-200, C-400K-300K-300T

Service ceiling: K-200K-300K-300T, C-400

T-0 run: K-200K-300K-300TC-400

Landing run: K-200K-300K-300TC-400

Range at max cruising speed:K-300 938 n miles (1,738 km; 1,080 miles)K-300T 1,147 n miles (2,124 km; 1,320 miles)C-400 833 n miles (1,543 km; 959 miles)

Range at econ cruising speed:K-300T 1,364 n miles (2,526 km; 1,570 miles)C-400 943 n miles (1,747 km; 1,086 miles)

UPDATED

35 kt (65 km/h; 40 mph)40 kt (73 km/h; 45 mph)42 kt (78 km/h; 48 mph)46 kt (84 km/h; 52 mph)

300 m (985 ft)/min274 m (900 ft)/min

509 m (1,670 ft)/min5,030 m (16,500 ft)5,640 m (18,500 ft)7,620 m (25,000 ft)

119 m (390 ft)159 m (522 ft)108 m (355 ft)151m (494 ft)104 m (340 ft)122 m (400 ft)81m (265 ft)86 m (283 ft)

SIKORSKYSIKORSKY AIRCRAFT(Subsidiary of United Technologies Corporation)6900 Main Street, Stratford, Connecticut 06615-9129Tel: (+1 203) 386 40 00Fax: (+1 203) 386 73 00Web: http://www.sikorsky.comOTHER WORKS: Troy, Alabama; South Avenue, Bridgeport,

Connecticut; Shelton, Connecticut; West Haven,Connecticut; Development Flight Test Center, West PalmBeach, Florida

CHAIRMAN: Dean C BorgmanPRESIDENT: Stephen FingerSENIOR VICE-PRESIDENT, PRODUCTION OPERATIONS: Robert R E

MooreSENIOR VICE-PRESIDENT, GOVERNMENT AND ADVANCED DESIGN

PROGRAMS: Paul E MartinSENIOR VICE-PRESIDENT, MARKETING AND COMMERCIAL

PROGRAMS: Jeffrey P PinoVICE-PRESIDENT, DEVELOPMENT: David AdlerVICE-PRESIDENT, PRODUCTION ENGINEERING: Mark MillerVICE-PRESIDENT, FINANCE AND CFO: Peter LongoVICE-PRESIDENT, GOVERNMENT BUSINESS DEVELOPMENT:

Joseph HaddockMANAGER OF PUBLIC RELATIONS: William S Turtle

Founded as Sikorsky Aero Engineering Corporation in 1923by late Igor I Sikorsky; has been division of UnitedTechnologies Corporation since 1929, but established as asubsidiary with effect 1 January 1995; began helicopterproduction in 1940s.

Headquarters and main plant at Stratford, Connecticut;also has manufacturing facilities elsewhere in Connecticut;other smaller facilities in Alabama and Florida. Workforce inOctober 2002 was about 8,000 worldwide. Main currentprogrammes include UH-60 Black Hawk and derivatives,S-76 series and, in co-operation with international partners,development of S-92 Helibus. In 2002, Sikorsky deliveredtotal of 83 helicopters, comprising 49 Black Hawks, 16MH-60S KnightHawks, eight Seahawks, four MH-60RStrikehawk rebuilds and six S-76s. Sikorsky and BoeingHelicopters won US Army RAH-66 Comanche lighthelicopter demonstration/validation order on 5 April 1991 (isjoint Boeing Sikorsky product).

Sikorsky licensees include Agusta of Italy, Eurocopter ofFrance and Germany, Korean Air Lines of South Korea,Mitsubishi of Japan, Pratt & Whitney Canada Ltd and UKelement of AgustaWestland. Sikorsky and Embraer of Brazilsigned agreement in mid-1983 to transfer technologycovering design and manufacture of composites components.Sikorsky and CASA of Spain signed MoU in June 1984covering long-term helicopter industrial co-operationprogramme; CASA builds tail rotor pylon, tailcone andstabiliser components for H-60 and S-70, with first CASAS-70 components delivered to Sikorsky January 1986. Mostrecent overseas venture, in collaboration with the AlpataGroup of Turkey, concerns creation of Alp Aviation, whichmanufactures high-technology, precision-machinedaerospace and defence components in 6,500 m2 (70,000 sq ft)facility in Eskisehir.

In October 1998, Sikorsky purchased Helicopter SupportInc, so as to offer enhanced support to helicopter operators onworldwide basis. In latter half of 1998, Sikorsky also securedUS$150 million deal with US Navy covering contractormaintenance of jet trainer aircraft as well as HH-IN Iroquoisand UH-3H Sea King helicopters. Overall responsibility forlatter allocated to Sikorsky Support Services Inc, with the

Sikorsky MH-60S KnightHawk

work undertaken at Meridian, Mississippi; Pensacola,Florida; and Corpus Christi, Texas. Joint venture ShanghaiSikorsky Aircraft Company markets Schweizer lighthelicopters in China and is also planning to undertakeindigenous production of light helicopters.

UPDATED

SIKORSKY S-70AUS Army designations: UH-60A, UH-60C, UH-60L,

UH-60M and UH-60Q Black Hawk, AH-60L,EH-60A, HH-60L, HH-60M, MH-60K. MH-60L andMH-60M

US Air Force designation: HH-60G Pave HawkUS Navy designation: MH 60S KnightHawkUS Marine Corps designation: VH-60NIsrael Defence Force name: Yanshuf (Owl)Japan Self-Defence Forces designations: UH-60J

and UH-60JASouth Korean Army designation: UH-60PTurkish Armed Forces name: Yarasa (Bat)TYPE: Multirole medium helicopter.PROGRAMME: UH-60A declared winner of US Army Utility

Tactical Transport Aircraft System (UTTAS) competitionagainst Boeing Vertol YUH-61A 23 December 1976; firstflight of first of three YUH-60A competitive prototypes 17October 1974; 2,000th H-60 delivered May 1994; 2,500thfollowed at end of 2001.

AgustaWestland in UK, Korean Air Lines of SouthKorea and Mitsubishi of Japan have licences to build theS-70 series, although UK programme not activated.

CURRENT VERSIONS: UH-60A Black Hawk: Initial productionversion, designed to carry crew of three and 11 troops; alsocan be used without modification for medevac,reconnaissance, command and control, and troop supply;cargo hook capacity 4,082 kg (9,000 lb); one UH-60A canbe carried in C-130, two in C-141 and six in C-5.

Medevac kits delivered from 1981; missile qualificationcompleted June 1987, with day and night firing of HeUfirein various flight conditions; airborne target handoversystem (ATHS) qualified; cockpit lighting suitable fornight vision goggles fitted to production UH-60s since

0526920

November 1985 and retrofitted to those built earlier; USArmy began testing Alliant Techsystems Volcano minedispensing system July 1987; modular Volcano containeris disposable and dispenses 960 Gator anti-tank and anti-personnel mines; deployment of 2,940 kg (6,482 lb)system began in FY95; usage monitor to measure certainrotor loads installed in 30 UH-60As; wire strike protectionadded to UH-60s and EH-60s during 1987; accident datarecorders also fitted. Total 1,049 built for US Army(including 66 conversions to EH-60A) before productionchange to UH-60L in 1989. UH-60A 85-24441, deliveredin 1985, became first Black Hawk to complete 10,000flight hours, with milestone being passed in December2002. Of original UH-60A, majority will be upgraded toUH-60M, but 193 are to be renovated in near term, tosustain non-remanufactured fleet until UH-60Mprogramme is completed in about 2025.

Detailed description applies to UH-60A/L except whereindicated.

Enhanced Black Hawk: Incorporates active andpassive self-defence systems, retrofitted by Corpus ChristiArmy Depot, Texas, to new-build UH-60A/Ls; first 15delivered to US Army in South Korea November 1989.Equipment includes BAE Systems AN/ARN-148 Omeganavigation receiver, Motorola AN/LST-5B satellite UHFcommunications transceiver, Honeywell AN/ARC-199HF-SSB, and AEL AN/APR-44(V)3 specific threat RWRcomplementing existing AN/APR-39 general threat RWR;M134 Minigun can be fitted on each of two pintle mounts,replacing M60 machine gun.

JUH-60A: At least seven used temporarily for trials.GUH-60A: At least 20 grounded airframes for technical

training.HH-60D Night Hawk: One prototype (82-23718)

completed for abandoned USAF combat rescue variant;subsequently became an HH-60G.

EH-60A: (Designation EH-60C reserved, but notadopted by US Army.) Prototype YEH-60A (79-23301)ordered in October 1980 to carry 816 kg (1,800 lb) QuickFix LIB battlefield ECM detection and jamming system.TRW Electronic Systems Laboratories was primecontractor for AN/ALQ-151(V)2 ECM kit, with

Janes All the World's Aircraft 2004-2005 jawa.janes.com

SIKORSKY-AIRCRAFT: US 763

First Sikorsky UH-60M conversion

installation by Tracor Aerospace; four dipole antennas onfuselage and deployable whip antenna; hover IRsuppressor system (HIRSS) standard. YEH-60A first flight24 September 1981; order for Tracor Aerospace to modify40 UH-60AS to EH-60A standard under US$51 millioncontract placed October 1984; first delivery July 1987 aspart of US Army Special Electronics Mission Aircraft(SEMA) programme; 66 funded by FY87 excludingprototype; programme completed 1989. Under currentArmy planning, EH-60A to be phased out in 2005.

Intercepts/locates AM, FM, CW and SSB radioemissions from upper HF to mid-VHF ranges overbandwidths of 8, 30 or 50 kHz; jams VHFcommunications. Protective systems of UH-60A/L(M-I30 chaff/flare and AN/ALQ-144 IR jammer)augmented by Sanders AN/ALQ-156(V) missile approachwarning system, ITT AN/ALQ-136(V) pulsed transmitter,Northrop Grumman AN/ALQ-162(V) CW transmitter andLitton AN/APR-39(V) RWR.

AN/ALQ-151(V)3 Advanced Quick Fix mission systemtasked with providing ESM capability to forward groundunits at division level; at least six EH-6OAs (84-24027, 85-24468, 85-24473, 87-24657, 87-24662 and 87-24670)adapted to EH-60L configuration. As fielded for TaskForce XXI trials (1997), the EH-60L utilised the followingequipment: sensor subsystem comprised SandersTACJAM-A ESM for detection, direction-finding,identification and tracking of communications signals inHF, UHF, VHF and SHF frequency bands; LockheedMartin Federal Systems communications high-accuracylocating system — exploitable (CHALS-X) for direction-finding in HF, UHF and SHF frequency bands; and signallocation subsystem (SILO) for direction-finding in VHFfrequency band. Navigation and timing subsystem featuredINS, GPS and control display unit in cockpit. Missioncontrol and interface subsystem comprised control,navigation, workstation and graphics processors, massstorage unit, keyboards with trackball and 483 x 483 mm(19 x 19 in) colour monitors. Communications subsystemcomprised modified PRC-118 wideband control datalink,two AN/ARC-201A SINCGARS radios, AN/ARC-164tasking and reporting datalink, intercom and AN/UYH-15digital temporary storage recorder/reproducer set. Antennasubsystem. Airborne survivability subsystem comprisedAN/ALQ-144(V)1 IR jammer, AN/ALQ-156(V)2 missileapproach warning system (MAWS), AN/ALQ- 162(V)2CW transmitter and AN/APR-39(V)2 RWR.

Improvements to airframe include installation ofUH-60L engines and gearbox for increase in maximumweight from 7,845 kg (17,295 lb) to 10,206 kg (22,500 lb).

MH-60A: About 30 modified for Army 160th SpecialOperations Aviation Regiment (SOAR); fitted withRaytheon Systems AN/AAQ-16 FLIR, BAE Systems AN/ARN-148 Omega/VLF navigation, M-130 chaff/flaredispensers, AN/ALQ-144 IR jammer, night visionequipment, multifunction displays, auxiliary fuel tanks anddoor-mounted Minigun; fitted with -701C engines; interimequipment, pending MH-60K. Replaced by MH-60L inlate 1990 and reverted to UH-60A configuration.

UH-60C: Designation for command and control (C2)version; was under development at the US Naval ResearchLaboratory on behalf of the US Army. This versionsubsequently abandoned but UH-60C project continues,with Raytheon as prime contractor for C2 system. This tobe installed on UH-60L, with first three systems deliveredin first half of 2003. First five modified helicopters willserve as prototypes to validate performance in advance ofinitial operational test and evaluation, which is currentlyscheduled for late 2004. Initial version to be known asBlock I, with more sophisticated Block II expected to enter

WEW/0567012

development in 2005; latter will be configured forUH-60M, which should facilitate system integration, whileBlock IT also expected to use Joint Tactical Radio system.Contract worth US$110 million for development andproduction awarded in late 2001. Original plan was toobtain 207 helicopters, although this reduced to 121 bystart of 2001. Rockwell Collins AN/ASC-15B/C consoleshave been fitted to more than 50 US Army aircraft asinterim UH-60A(C). Communications suite to be finalised,but expected to include Have Quick II, SINCGARS/STPand JTIDS; other capabilities also to be incorporated,including FLIR, NVG compatibility, digital map display,mission planner facility, improved ECCM and storagespace for ground power generators and antennas. Fiveworkstations will be provided for system operators.

HH-60G Pave Hawk: Replaced US Air Force HH-60DNight Hawk rescue helicopters, which were not funded;converted from UH-60A/L, including 10 originallydelivered to 55th Aerospace Rescue and RecoverySquadron (later Special Operations Squadron) at EglinAFB, Florida, in 1982-83, initially remaining as UH-6OAs;all progressively fitted by Sikorsky Support Services atTroy, Alabama, with aerial refuelling probe, 443 litre (117US gallon; 97.5 Imp gallon) internal auxiliary fuel tank andfuel management panel; then to Pensacola NAD formission avionics and modified instrument panel; someretrofitted with replacement internal tank of 700 litres (185US gallons; 154 Imp gallons) capacity; -701C enginesfitted to 10 special operations examples and laterproduction aircraft (FY89 onwards); recent retrofitprogramme, begun in November 1999, entailedinstallation of -701C engine on older HH-6OGs.

Further procurement began with batch of nine in FY87,followed by purchases of 16,18,22,15andl3inFY88-92;eight more funded in FY97 and delivered in 1998. Alldesignated MH-60G until 1 January 1992, when 82 incombat rescue role redesignated HH-60G, with balance of16 remaining as MH-60G for special operations units; byfourth quarter of 1998, only nine still in MH-60Gconfiguration and at start of 2000, all were using HH-60Gdesignation. All have rescue hoist, Doppler/INS, electronicmap display, Tacan, Honeywell AN/APN-239 lightweightweather/ground-mapping radar, secure HF, and satcom;MH-60G had ESSS (see Armament paragraph) forweapons and additional fuel carrying capability, plus door-mounted 0.50 in machine guns and Raytheon AN/AAQ-16Pave Low HJ FLIR.

Upgraded version of HH-60G, known as Block 1 52,made debut at Stratford, Connecticut, on 29 April 1999,when first of 49 planned aircraft rolled out in UpgradedCommunication, Navigation/Integrated ElectronicWarfare (UCN/IEW) configuration; new features includeenhanced com/nav system and EW suite integrated intoMIL-STD-1553 databus to reduce crew workload.Contractor trials in May and June 1999, after whichmodified HH-60G (possibly 92-26460) delivered to NellisAFB, Nevada, for operational test and evaluation with422nd TES. Retrofit also includes installation of revised,externally mounted, armament system with 0.50 inmachine guns, expendable chaff/flare defensivecountermeasures and repositioned nose radar.

Further extensive upgrade under consideration byUSAF for HH-60G fleet from about 2003, with variousoptions being examined; these include remanufacture tonew Block 162 standard with 'glass cockpit', newdefensive aids and other changes; and less ambitiousstructural life extension programme.

MH-60K: US Army special operations aircraft (SOA);prototype (89-26194) ordered in January 1988; first flight10 August 1990. US Army funded two batches of 11 with

options for another 38, which not taken up; first productionaircraft (91-26368) completed, February 1992; trials atPatuxent River and Edwards AFB before intended firstdeliveries in June 1992 to 160th Special OperationsAviation Group (part of 160 SOA Regiment). Deliveriesdelayed by software problems with special operationsequipment; first 10 accepted in 1992 in non-operationalstate; remaining 12 initially stored, then delivered withnew software installed, October to December 1993, topermit start of training by 160 SOA Group, February 1994.

Features include provision for additional 3,141 litres(829 US gallons; 691 Imp gallons) of internal and externalfuel (see Power Plant), plus flight refuelling capability,integrated avionics system with electronic displays,Raytheon AN/AAQ-16 FLIR and AN/APQ-174B terrain-following, ground-mapping and air-to-ground rangingradar, T700-GE-701C engines and uprated transmission,external hoist, wire-strike protection, rotor brake, tiedownpoints, folding tailplane, AFCS similar to that of SH-60B,strengthened pintle mounts for 0.50 in machine guns,provision for Stinger missiles, missile warning receiver,pulse radio frequency jammer, CW radio jammer, laserdetector, chaff/flare dispensers, and IR jammer.

SH-60B Seahawk: US Navy ASW/ASST helicopter,described separately.

SH-60F Seahawk: US Navy carrierborne inner-zoneASW helicopter to replace SH-3D Sea King. See Seahawkentry.

HH-60H and HH-60J Jayhawk: Search and rescue/special warfare helicopters; see Seahawk entry.

UH-60J: Designation of Japanese-built S-70A-12 forAir and Maritime Self-Defence Forces; procurementdetails under Mitsubishi in Japanese section.

UH-60JA: Japanese Ground Self-Defence Forceversion; requirement for 50 to 70; procurement began in1995; refer to Mitsubishi in Japanese section.

UH-60L: Replaced UH-60A in production for US Armyfrom October 1989 (aircraft 89-26179 onwards); prototype(84-23953) first flight 22 March 1988; two pre-seriesaircraft (89-26149 and 26154); first delivery 7 November1989 to Texas ArNG. Powered by T700-GE-701C engineswith uprated 2,535 kW (3,400 shp) transmission. Morethan 600 delivered to US Army, with production expectedto continue until replaced by new-build UH-60M version.Current production aircraft fitted with hover IRsuppression system (HIRSS) to cool exhaust in hover aswell as forward flight; older UH-60s retrofitted.Composites wide-chord main rotor blades of improveddesign flight tested at West Palm Beach, beginning 8December 1993; new blade 16 per cent wider than currenttitanium rotor and has anhedral tip angled down at 20°;testing revealed much lower vibration plus anticipatedbenefits in payload, speed and manoeuvrability; projectedretrofit from 1997 did not occur, but new rotor will be fittedto forthcoming UH-60M. Underslung load capabilityincreased to 4,082 kg (9,000 lb).

HH-60L: Alternative designation for new-build medicalevacuation version based on UH-60L airframe butincorporating UH-60Q specialised mission equipment.Sikorsky awarded US$11 million contract on 22 February2000 for design definition and conversion of four UH-6OLsto this standard. Initial delivery expected in 2000, butdelayed until March 2001, when three helicopters assignedto 507th Medical Company (Air Ambulance) at Fort Hood,Texas. Further five formed subject of contract awarded inMay 2001 that stipulated delivery by March 2002; mostrecent contract, in March 2003, covers additional ninehelicopters.

MH-60L: Similar to MH-60A; for 160th SOAR, USArmy; some helicopters upgraded to MH-60L 'DefensiveArmed Penetrator' configuration in 1990 with FLIR, radarand standard UH-60 external stores support system; twoBlack Hawk companies of 160th SOAR each haveMH-60K platoon and MH-60L platoon. Armamentincludes multiple 30 mm Chain Gun, racks of fourHellfires and 2.75 in rocket pods, 40 mm grenade launcheror trainable 7.62 mm Gatling guns.

HH-60M: Medical evacuation version based onupgraded UH-60M; as many as 357 could be acquired forservice with first- and second-line medical evacuationunits.

MH-60M: Special forces derivative, intended to replaceexisting MH-60 fleet with 160th SOAR. Few detailsavailable, but total of 96 required by US Army, whichhopes to complete deployment in 2010.

UH-60M: First use of designation was for proposedenhanced version for US Army. Cancelled early 1989 infavour of UH-60L. Designation subsequently re-used in2000; see immediately below for details.

UH-60M: Improved Black Hawk version (originallyknown as the UH-60L+) for service with US Army;

For details of the latest updates to Jane's All the World's Aircraft online and to discover theadditional information available exclusively to online subscribers please visit

jawa.janes.com

jawa.janes.com Janes All the World's Aircraft 2004-2005

764 US: AIRCRAFT-SIKORSKY

involves avionics and power plant modernisation effort toextend operational life by 25 to 30 years, with benefits interms of payload (up to 907 kg; 2,0001b advantage overUH-60A) and performance (up to 15 kt; 28 km/h; 17 mphfaster). Sikorsky awarded US$7.45 million contract inAugust 2000 for preliminary risk reduction effort. USArmy envisages initial procurement via major upgradeprogramme, whereby approximately 906 UH-6OAs will bebrought to UH-60M standard, while another 311 UH-6OLsare probably to be similarly upgraded. New-buildexamples also to be produced from 2007, with US Armyhaving requirement for up to 300.

Improvements for the UH-60M include a wide-chord,composite-spar main rotor, a digitised 'glass cockpit'based on the MIL-STD-1553 databus and new avionics,Stormscope weather mapping system, an advanced flightcontrol computer, new diagnostic monitoring systems, astrengthened centre fuselage, larger fuel tanks andadvanced infra-red suppression.

Upgrade programme will also allow entire US ArmyBlack Hawk fleet to standardise on General Electric T700-GE-701D engine and improved durability main gearbox.General Electric and US Army announced joint effort toremanufacture existing engines into more reliable -701Dform at start of 2001, benefits including longer engine lifeand lower operating costs, as well as offering about 4 percent more power.

On 30 March 2001, Defense Acquisition Boardapproved Milestone B system development anddemonstration phase; this followed in May by US$219.7million contract for research, development, test andevaluation. Total of four UH-60M prototypes planned,comprising three conversions of existing Black Hawks(first, second and fourth aircraft) and one new-buildhelicopter (third aircraft; serial number 02-26969).Upgrade programme began in November 2001, witharrival of three UH-60s at Troy, Alabama, for dismantlingand evaluation. Some structural reconditioning will beundertaken at Troy, before components and assemblies areshipped to Stratford for reconditioning of dynamiccomponents and reassembly. First aircraft to be upgradedis UH-60A 85-24432; second is conversion of UH-60L 89-26217; third (actually the fourth UH-60M) is conversion ofUH-60A 77-22716 to HH-60M medical evacuationconfiguration. Maiden flight of first UH-60M prototype(now serialled 02-26976) took place at Sikorsky's WestPalm Beach, Florida, facility on 17 September 2003; 75-minute sortie included flight at 120 kt (222 km/h;138 mph) and 45 degree turns, as well as verifyingperformance of systems and instrumentation. Secondaircraft (now serialled 02-26977) was expected to fly inOctober 2003, with remaining two following in January(02-26969) and April 2005 (02-26978, the former 77-22716).

First pair of aircraft primarily concerned with flighttesting, while third used for electromagnetic interferencechamber testing and fourth to evaluate specialised medicalequipment. Four pre-production UH-60MS also to beproduced for US Army operational evaluation, whichshould begin at end of FY06, coincident with delivery offirst LRIP helicopters.

Development phase to take four years, leading to low-rate initial production of 10 aircraft in FY04, 15 in FY05and 36 in FY06, eventually rising to rate of 60 helicoptersper year by FY09. Total cost of upgrade estimated to beabout US$11.6 billion.

VH-60N: Nine for US Marine Corps Executive FlightDetachment of squadron HMX-1 at Quantico, Virginia, toreplace UH-lNs; deliveries started November 1988;known as VH-60A until redesignated 3 November 1989.Name White Hawk adopted by Marine Corps.

Additional equipment includes more durable gearbox,weather radar, SH-60B-type flight control system and ASI,-401 engines as in SH-60B, cabin soundproofing, VTPinterior, cabin radio operator station, EMP hardening, 473litre (125 US gallon; 104 Imp gallon) internal fuel tank andextensive avionics upgrading. SPAR (Special ProgressiveAircraft Rework) undertaken on VH-60N fleet from 1998.

UH-60P: South Korean Army version of UH-60L(S-70A-18) with minor avionics modifications to meetlocal requirements; first (KA-1602) of three UH-60Lsdelivered by Sikorsky 10 December 1990; balance of 81UH-60Ps on initial contract assembled locally by KoreanAir Lines with increasing indigenous content, in US$500million, five year programme. Deliveries from follow-onbatch of 57 since completed, but acquisition of third batch,to replace remaining UH-1 Iroquois, has not taken place.South Korea has requirement for about 12 medicalevacuation helicopters and could obtain UH-60Q orequivalent.

UH-60Q: 'Dustoff (Dedicated Unhesitating Service ToOur Fighting Forces) medical evacuation/search andrescue version for US Army. Development began hi early1990s, after Gulf War, when it was realised that arequirement existed for a longer-range medevac helicopterto replace the UH-1V Iroquois. A proof-of-principleconversion of a UH-60A (86-24560) was undertaken byServ-Air Inc of Richmond, Kentucky, and flown for thefirst time as the YUH-60A(Q) on 31 January 1993. Thisaircraft was subsequently delivered to the Tennessee ArmyNational Guard at Lovell Field, Chattanooga, on 12 March

Sikorsky UH-60L Black Hawk combat assault helicopter, with additional lower side view and lower frontview of MH-60K special operations variant (Jane's/Dennis Punnett)

1993, where it underwent a 12-month evaluationprogramme beginning in September 1993, with anorganisation known as CECAT (Combat EnhancingCapable Aviation Team).

Sikorsky eventually selected as prime integrator forproduction and was awarded an initial contract on 9February 1996 for two Phase 2 conversions in FY96, withsecond contract for further two in FY97; YUH-60A(Q)designation also applied to these aircraft, whichparticipated in two-year qualification programme, withinitial flight tests successfully completed in second quarterof 1997; formal operational test followed at Fort Campbell,Kentucky, between July and September 1998, using threeYUH-60A(Q)s, with fourth delivered to CECAT in early1999. Major subcontractors are Air Methods (medicalinteriors); Breeze-Eastern (HS-29900 external electricrescue hoist); BAE Systems Canada (mission managementsystem); FLIR Systems Inc (SAFTRE thermal imagingsystem); Litton (LITOX onboard oxygen generatingsystem); Simula (medical attendant seats) and Telephonies(intercom).

Definitive UH-60Q configuration includes a medicalinterior able to accommodate six stretcher patients, withintegrated suction and oxygen systems plus defibrillation,ventilation and intubation equipment, as well as apparatusfor monitoring of vital signs. It also has a 'glass cockpit'incorporating Litton smart multifunction displays(SMFDs); Doppler 128C with embedded GPS; NVG-compatible lighting; AN/ARS-6(V)2 personnel locatorsystem; HIRSS; chaff/flare dispensers; ESSS; -701Cengines; plus an improved data modem and SINCGARSradios, which allow it to transmit and receive digital data.

MH-60R Strikehawk: US Navy ASW/ASSThelicopter, described separately.

MH-60S KnightHawk: Shipboard transporthelicopter. Key element in 1996 US Navy HelicopterMaster Plan, entailing retirement of CH/HH-46Ds,HH-6OHs and SH-3s by FY12 and their replacement bynavalised MH-60S (previously designated CH-60S until 6February 2001). Design is fundamentally baseline UH-60LBlack Hawk with T700-GE-401C engines and dynamics ofSH-60 Seahawk, plus automatic rotor blade foldingsystem, folding tail pylon, improved durability gearbox,rotor brake, automatic flight control system (AFCS), HIFRcapability and rescue hoist for SAR/CSAR missions. Alsohas 'glass cockpit', with active matrix liquid crystaldisplays (AMLCDs); common cockpit on MH-60S andMH-60R, with Lockheed Martin securing US$61 millioncontract in August 1998 to develop and produce twoprototypes for flight testing from late 1999. Equipmentincludes two integrated inertia] navigation/GPS units,mass memory unit, mission computer, flight managementcomputer, operational software and four Litton flat-paneldisplays replacing all but standby instruments; MH-60Scockpit is 'scaled-down' version, with potential forupgrading if combat SAR mission is added at later date.MH-60S also has provision for external stores supportsystem (ESSS), allowing carriage of additional fuel andforward-firing weapons.

Design includes a convertible cargo handling system;when configured for pure cargo operations, MH-60S cancarry two 1.02 x 1.22 x 1.02 m (40 x 48 x 40 in) tri-wallpallets with total weight of 1,588 to 1,814 kg (3,500 to4,000 lb); as a personnel transport, is able to accommodatea crew of four, plus 13 passengers. Underslung loads up to4,082 kg (9,000 lb) may also be carried, with total payloadcapacity about 4,536 kg (10,000 lb).

MH-60S potential demonstrated by modified UH-60L inJune 1995, when internal and external cargo-carryingcapability studied by Sikorsky and the US Navy. Detail

design began October 1996, with award in April 1997 ofUS$5.75 million contract to Sikorsky for demonstrator.This was hybrid vehicle, based around UH-60L (96-26673) borrowed from the US Army, married tocomponents from SH-60F furnished by US Navy.Resulting YCH-60S (Navy identity 966673) made firstflight on 6 October 1997 and was used for joint Navy/Sikorsky 35 hour flight test programme that ended on 10January 1998. First shipboard demonstration on 19November 1997, with YCH-60S completing 17 landingsaboard combat store ship USS Saturn; initial trial included12 vertical replenishment lifts with 680 kg (1,500 lb) slungload and three hot refuellings,

YCH-60S evaluated in 1999-2000 as potential airbornemine countermeasures (AMCM) platform to replaceMH-53E. Initial trials at Stratford in third quarter of 1999,followed by transfer to Patuxent River in fourth quarter fortow tests, plus carriage, winch deployment and recovery ofAN/AQS-20/X mine detection sonar. Thicker frames forhelicopter's rear-cabin structure will permit cable loads upto 2,722 kgf (6,000 lbf). Raytheon Airborne MineNeutralisation System (AMNS) selected in first quarter of2003, with first AMCM-configured MH-60S makinginitial flight on 20 July 2003. AMCM version is basicMH-60S with operator station in cabin, plus additionalinternal fuel and ability to tow detection equipment;neutralisation accomplished by BAE Systems Archerfishexpendable underwater vehicle, which guided into positionand then detonated to destroy mine. System Developmentand Demonstration (SDD) phase subject of US$18 millioncontract awarded in first quarter of 2003; SDD expected tobe completed by September 2006. Replacement ofMH-53E by MH-60S to begin in 2005, with ultimate totalof 66 MH-60Ss planned for AMCM mission.

Features not embodied in demonstrator include fueldump vents, flotation gear, HIFR and navalised T700engines. Avionics also unrepresentative, althoughfeaturing a databus and four 127 x 127 mm (5x5 in)Rockwell Collins AMLCDs for pilot and co-pilot verticaland horizontal situation data, plus two control display/navigation units and an LN-100G embedded GPS/INS.

Decision to proceed with MH-60S low-rate initialproduction (LRIP) taken in early 1998, although firmfixed-price contract for first lot not awarded to Sikorskyuntil September 1999; valued at US$67.4 million, this wasfor initial five aircraft, plus option for one more (taken upin November 1999) and associated engineering andlogistic services. Maiden fright of initial productionMH-60S (165742) at Stratford, Connecticut on 27 January2000; delivered to Patuxent River, Maryland, on 15 May tobegin US Navy development testing and operationalevaluation. At least four helicopters involved in trials, withinitial technical evaluation completed by November 2000;three-month Opeval began November 2001 and yieldeddisappointing result, with MH-60S considered neitheroperationally "effective" nor "suitable". Changes tosoftware and operational requirements ensued, allowingapproval to be given for start of full-rate production at endof August 2002.

Navy has requirement for 237 MH-6OSs. First examplefunded in FY98, with five more (Lot 1) in FY99,16 (Lot 2)inFYOO, 15(Lot3)forFY01,13 (Lot 4) for FY02,15 (Lot5) for FY03 and 13 and 15 respectively requested for FY04and FY05. First squadron is HC-3 at North Island,California, which received initial example (165745) foruse as ground maintenance trainer in early 2001 and whichassumed responsibility for flight training in February 2002;second squadron is HC-5 at Andersen AFB, Guam, whichbegan converting from H-46 in mid-2002. HC-6 atNorfolk, Virginia, also accepted its first MH-60S in second

Jane's All the World's Aircraft 2004-2005 jawa.janes.com

SIKORSKY-AIRCRAFT: US 765

US BLACK HAWK PROCUREMENT

Fiscal Year Lot UH-60A EH-60A HH-60G UH-60L MH-60K HH-60L UH-60M MH-60S FMS1H-60!

15

161513151315

3 FMS

21'52

I1

SJ

9=15*

9'34<24"'

4"

Year Total

61556929485

1029696

10496

11110895999065606368745735234767623827232822

54

Cum Total

62177

169263348450546642746842953

1,0611,1561,2551,3451,4101,4701,5331,6011,6751,7321,7671,7901,8371,9041,9662,0042,0312,0542,0822,1042,1092,113

FY73FY77FY78FY79FY80FY81FY82FY83FY84FY85FY86FY87FY88FY89FY90FY91FY92FY93FY94FY95FY96FY97FY98FY99FYOOFY01FY02FY03FY04FY05FY0612

FY0712

FY08'2FY09'2

N/A123456789

101112131415161718192021222324252627282930313233

615569294809696848678847249

12181818 9

1618221513

237645526063686530341819161916108

2822

54

22

Totals 9 8 8 66 1 1 2 6 8 1 22 18 93 129 2,113

Notes: • For Columbia (5), Egypt (2) and Saudi Arabia (13)- For Columbia1 For Bahrain4 For Saudi Arabia' For Columbia (7?) and Egypt (2)6 For Israel7 For Columbia (7) and Egypt (2)• For Columbia (31) and Thailand (3)' Prototypes. One new-build example plus three remanufactured from UH-60A (2) and UH-60L (1)10 For Israel" For Egypt (2) and Thailand (2)12 Totals for FY06 to FY09 not complete. Additional procurement for US Army is expected and MH-60S purchases still to be determined. Further FMS deliveries also likely to occur

quarter of 2002. Approximately 40 delivered by end of2002, with first operational deployment, by HC-5 in USSEssex, completed at end of January 2003; 50th MH-60Sdelivered in June 2003. Turkey also planning to acquireinitial batch of four to six MH-6OSs.

UH-60X: Designation allocated to potential follow-onto UH-60M, but now known as Future Utility Rotorcraft(FUR), for which UH-60M may provide basis. Total of 256required for service with 'first-to-fight' units, but currentlyunfunded and unlikely to enter inventory until 2025.

Firehawk: Trials of specialist firefighting version beganin July 1998, using modified UH-60L (96-26728) withextended landing gear and removable 3,785 litre (1,000 USgallon; 833 Imp gallon) ventral watertank manufactured byAero Union of Chico, California. Replenishment of tankaccomplished in two ways: by landing next to water sourcefor water to be pumped into tank via side connector, or byhovering over source and using snorkel hose and pumpassembly to suck up water. Subsequent three monthdemonstration of firefighting capability by Los AngelesCounty Fire Department proved validity of system.Demonstrator then returned to US Army for further testing,before delivery to Oregon Army National Guard in 1999.Two examples delivered to Los Angeles County FireDepartment in 2001, with Army National Guard units inCalifornia and Florida also receiving single examplesduring 2002-03.

Maple Hawk: Unsuccessful contender in contest tosupply Canadian Forces with new SAR helicopter; offerreportedly priced at C$300 million for 15 helicopters, butEHI EH 101 Cormorant selected in December 1997.

Battle Hawk: Offered unsuccessfully to AustralianArmy for Project Air 87 armed reconnaissancerequirement; based on MH-60K.

Exports comprise: S-70A-1: FMS deal for RoyalSaudi Land Forces Army Aviation Command; 12delivered January to April 1990 to squadron based at KingKhaled Military City; modified to Desert Hawk and one(delivered December 1990) fitted with VIP interior; DesertHawk has 15 troop seats, blade erosion protection usingpolyurethane tape and spray-on coating, Racal Jaguar 5frequency-hopping radio, provision for searchlights,internal auxiliary fuel tanks, and external hoist.

S-70A-1L: Medical evacuation version for SaudiArabia; IR filtered searchlight, rescue hoist, improved AN/

ARC-217 HF com, AN/ARN-147 VOR/ILS, AN/ARN-149 ADF, air conditioning and provision for sixstretchers; eight delivered from December 1991; furthereight required.

S-70A-5: Two for Philippine Air Force, deliveredMarch 1984.

S-70A-9: Royal Australian Air Force; 39 replaced BellUH-ls; deliveries from October 1987 to 1 February 1991;first completed by Sikorsky, remainder assembled byHawker de Havilland in Australia; aircraft transferred toAustralian Army in February 1989, but RAAF continues tomaintain them.

S-70A-11: Three to Jordan in 1986-87.S-70A-12: Japan Self-Defence Forces acquiring

UH-60J/JA versions of Mitsubishi SH-60J for search andrescue. Sikorsky-built prototype (N7267D), plus two CKDkits, delivered late 1990. Further production by Mitsubishi(which see).

S-70A-16: Reserved for Westland Helicopters.S-70A-17: Turkish Jandarma ordered six in September

1988; deliveries completed December 1988; further six(including two VIP) delivered from late 1990 to TurkishNational Police. See also S-70A-28.

S-70A-18: Korea (see UH-60P).S-70A-19: Reserved for GKN Westland of UK.S-70A-21: Two VTP versions to Egypt, 1990. Two

VTP-configured UH-60L ordered by Egypt in third quarterof 1999; delivery due by end of 2003. Further two VIP-configured UH-60LS requested in September 2002.

S-70A-22: Korean VIP version. Three aircraft built bySikorsky.

S-70A-24: Two UH-6OLs for Mexico. Delivered 1991.Further four received in about 1996.

S-70A-25/26: Moroccan Gendarmerie ordered twoBlack Hawks with different seating arrangements in 1991;delivered October 1992; began operations 11 November1992; fitted with colour weather radar.

S-70A-27: Hong Kong. Two delivered 16 December1992 to Royal Hong Kong Auxiliary Air Force; unitbecame Government Flying Service 1 April 1993. Fittedwith FLIR and searchlight. Requirement for further fourreportedly existed in 1995, but only one additional aircraftdelivered.

S-70A-28: Turkish follow-on batch; 90 ordered 8December 1992, of which first five to Jandarma on 4

January 1993, followed by 40 to armed forces during1993-94; balance of 45 to have been co-produced inTurkey by TAI (which see) but programme suspended.However, fresh negotiations for 50 additional BlackHawks concluded in latter half of 1998, with first fiveairlifted to Turkey by An-124 in mid-June 1999 anddeliveries completed in 2001. Final 30 produced with'glass cockpit', which to be retrofitted to earlier machines;first flight of S-70A-28D in this guise on 29 March 2000.Installation includes four Rockwell Collins MFDs, dualflight management system and LN- 100G INS/GPS; four toincorporate Tadiran Spectralink ASR-700 airborne searchand rescue system (ASARS) for use by Turkish ArmySpecial Forces in combat search and rescue and covertoperations.

S-70A-30: One VIP transport ordered for ArgentineAir Force, January 1994; delivered 4 September 1994.

S-70A-33: Four ordered by Brunei in 1995; delivered1997-98. Equipment includes radar, AN/AAQ-21 FLIRand external stores support system.

S-70A-34: Malaysia ordered two S-70A Black Hawksin 1996 as replacements for AS 332 Super Puma in VTPtransport role; first of pair delivered by end of 1997, withsecond following in February 1998.

S-70A-36: Brazil received four S-7OAs in August 1997for use in Peru/Ecuador peacekeeping support mission;equipment includes GPS, HF radio, internal rescue hoistand weather radar.

S-70A-37: Version of Firehawk; two to Sultan ofBrunei, 2000, replacing S-7OCs.

S-70A-39: Chilean order for one, announced in March1998; delivered in July 1998, with further purchasesexpected to replace UH-1H Iroquois over next few years.

S-70A-41: Colombia. Believed to refer to 22 aircraftdelivered during 1994 (two), 1995 (two), 1997 (seven) and1998 (11); these are UH-60L derivative, unlike initialdelivery of 1988-89 which was baseline UH-60A. Furtherhelicopters requested in November 1999; two contractsreceived by Sikorsky in mid-December 2000 coverpurchase of 21 helicopters for Colombian Army, plus fourfor Air Force and six for National Police. Ultimately, asmany as 60 in prospect as part of US drive to combatincreased narcotics trafficking in this region.

S-70A-42: Austria signed contract in December 2000for nine aircraft to begin replacement of Agusta-Bell 204/

jawa.janes.com Jane's All the Worlds Aircraft 2004-2005

766 US: AIRCRAFT-SIKORSKY

212; total cost of deal put at US$ 184 million. First examplehanded over in USA on 10 June 2002.

S-70A-50: Israel. Request for 15 UH-60Ls revealed byUS DoD in April 1997; first so-called 'Peace Hawk'handed over at Stratford, Connecticut, on 23 March 1998,being airlifted (with four others) to Israel by C-5 on 27May 1998. Deliveries completed by end of 1998.Additional 35 requested in September 2000 at estimatedcost of US$525 million, but subsequent contract receivedon 31 January 2001 covered supply of 24 S-70A-55aircraft at total cost of US$211.8 million. Delivery of thesewas accomplished in second half of 2002. Israeli BlackHawks subject of major upgrade that began in 2002;accomplished indigenously, much of the work undertakenon IDF/AF UH-60AS and UH-6OLs is classified, but doesinclude addition of in-flight refuelling probes and externalfuel tanks as well as more powerful environmentalconditioning systems.

Other recent customers include Thailand, which orderedfirst two of planned total of 3 3 Black Hawks in 2000; totalof three delivered by early 2002, with procurement set tocontinue until 2009. Los Angeles County Fire Departmentaccepted two S-70A Firehawks in the first half of 2001.

Direct transfers include one UH-60L to Bahrain, early1991; five UH-60AS delivered to Colombian Air Force inJuly 1988 for anti-narcotics operations; five more soldFebruary 1989. Israel received 10 former US ArmyUH-6OAs in August 1994, for 124 Squadron at Palmachim,under local name of Yanshuf (Owl).

Taiwan requires new utility helicopter as replacementfor existing UH-1H Iroquois; S-70A in contention andreportedly preferred option over competing Bell 412; up to80 of chosen type to be obtained, with local manufactureexpected to be a key factor in selection. Decision originallyanticipated in 1998 but has been deferred, with initialcontract for 20 to 25 helicopters likely.

Follow-on purchase of Black Hawk by Australia ispossible, since UH-60M version is being offered to satisfythe Air 9000 requirement for up to 50 utility helicoptersbetween 2006 and 2011. A decision was expected to beannounced in December 2003.

S-70C: Commercial version, described separately andunder SH-60B Seahawk.

CUSTOMERS: By 1999, over 2,400 H-60s of all variants hadflown more than 3,600,000 hours. US Army total includesEH-60AS and diversions to USAF, Bahrain, Colombia,Egypt and Saudi Arabia; 1,000th of S-70 series accepted17 October 1988 and 2,000th May 1994; US Army BlackHawks in service in Germany, Hawaii and South Koreaand with Army National Guard and Army Reserve.

US Army UH-6OAs loaned to the US Drag EnforcementAgency, augmenting five bought direct from Sikorsky.Fleet in 1999 totalled 13 (all with military serial numbers),plus three in storage and further two lost in accidents.

See Current Versions for export models and details andalso entry for S-70C version.

COSTS: UH-60L US$8.6 million (1997) US Army unit cost;MH-60G US$10.2 million. Two VIP aircraft for Egyptcost about US$47 million (2002), with spare engines, spareparts, tools and support equipment and other logisticalsupport. Two utility aircraft for Brunei, with firefightingkits, believed to cost US$25-30 million (1999); twostandard aircraft for Thailand will cost about US$20million. MYP6 purchase of 80 UH-60L and 82 MH-60Sestimated to be worth US$1.5 billion during FY02-06.

DESIGN FEATURES: Represented new generation in technologyfor performance, survivability and ease of operation whenintroduced to replace UH-1 as US Army's main squad-carrying helicopter; adapted to wide variety of other roles,including several maritime applications. Four-blade mainrotor; one-piece forged titanium rotor head withelastomeric blade retention bearings providing allmovement and requiring no lubrication; hydraulic dragdampers; bifilar self-tuning vibration absorber above head;

blades have 18° twist, and tips swept at 20°; thickness andcamber vary over the length of blades, based on SikorskySC-1095 aerofoil; blades tolerant up to 23 mm hits andspar tubes pressurised with gauges to indicate loss ofpressure following structural degradation.

Two pairs of tail rotor blades fastened in cross-beamarrangement, mounted to starboard; tail rotor pylon tiltedto port to produce lift as well as anti-torque thrust and toextend permissible CG range; fixed fin large enough toallow controlled run-on landing following loss of tail rotor.

FLYING CONTROLS: Rotor pitch control powered by twoindependent hydraulic systems; Hamilton SundstrandAFCS with digital three-axis autopilot provides speed andheight control and coupled modes. Full-timeautostabilisation includes feet-off heading hold cancellingtorque-induced yaw at all airspeeds and during hover;positive fuselage attitude control provided by electricallydriven variable incidence tailplane moving from +34° inhover to —6° during autorotation; angle is controlled bycombined sensing of airspeed, collective-lever position,pitch attitude rate and lateral acceleration.

STRUCTURE: Main blade spar is formed and welded into ovaltitanium tube, with Nomex core, graphite trailing-edge,and covered by glass fibre/epoxy skin; titanium leading-edge abrasion strip and Kevlar tip. New main blades, withmodified tips and 16 per cent increase in chord, underdevelopment for UH-60L; available for retrofit from 1997.Cross-beam composites tail rotor, eliminating all rotorhead bearings. Light alloy airframe designed to retain 85per cent of its flight deck and passenger space intact aftervertical impact at 11.5 m (38 ft)/s, lateral impact at 9.1 m(30 ft)/s, and longitudinal impact at 12.2 m (40 ft)/s; alsowithstands simultaneous 20 g forward and 10 g downwardimpact; glass fibre and Kevlar used for cockpit doors,canopy, fairings and engine cowlings; glass fibre/Nomexfloors; tailboom folds to starboard and main rotor mast canbe lowered for transport/storage.

LANDING GEAR: Non-retractable tailwheel type with singlewheel on each unit. Energy-absorbing main gear with atailwheel which gives protection for the tail rotor intaxying over rough terrain or during a high-flare landing.Axle assembly and main gear oleo shock-absorbers byGeneral Mechatronics. Mainwheel tyres size 26x10.00-11,pressure 8.96 to 9.65 bar (130 to 140 lb/sqin); tailwheeltyre size 15x6.00-6, pressure 6.21 to 6.55 bar (90 to 95 lb/sq in). Alaskan-based H-60s have Airglass Engineering skilanding gear.

POWER PLANT: TWO 1,163 kW (1,560 shp) General ElectricT700-GE-700 turboshafts on UH-60A. From late 1989(UH-60L), two T700-GE-701C engines, each developing1,402 kW (1,880 shp). UH-60M will have two T700-GE-701D, each rated at 1,652 kW (2,215 shp). (T700-GE-701A engines with maximum T-0 rating of 1,285 kW;1,723 shp optional in export models.) Transmission rating2,109 kW (2,828 shp) in UH-60A, uprated to 2,535 kW(3,400 shp) in models with T700-GE-70IC engines.

Two crashworthy, bulletproof fuel cells, with combinedusable capacity of 1,361 litres (360 US gallons; 300 Impgallons), aft of cabin. Single-point pressure refuelling, orgravity refuelling via point on each tank. Auxiliary fuel canbe carried internally in one of several optionalarrangements, or externally by the ESSS system. Twoexternal tanks each of 871 litres (230 US gallons; 192 Impgallons); up to two internal tanks, each of 700 litres (185US gallons; 154 Imp gallons).

ACCOMMODATION: Two-man flight deck, with pilot and co-pilot on armour-protected seats. A third crew member isstationed in the cabin at the gunner's position adjacentforward cabin windows. Forward-hinged jettisonable dooron each side for access to flight deck area. Main cabin opento cockpit to provide good communication with flight crewand forward view for squad commander. Accommodationfor 11 fully equipped troops, or 14 in high-densityconfiguration; 20 minimally armed personnel in optional

UH-60A transferred from US Army to Customs Service, but retaining its military serial number (Pauljackson)

configuration. Eight troop seats can be removed andreplaced by four litters for medevac missions, or to makeroom for internal cargo. An optional layout is available toaccommodate a maximum of six litter patients. Executiveinteriors for seven to 12 passengers available for theS-70A. Cabin heated and ventilated. Simula SafetySystems Inc received US$7.1 million contract in April1999 covering supply of 290 cockpit airbag systems forinstallation in US Army UH-60A/L; this is low-rate initialproduction phase and total comprises 275 aircraft units and15 spares.

External cargo hook, having a 3,630 kg (8,000 lb) liftcapability, enables UH-60A to transport a 105 mmhowitzer, its crew of five and 50 rounds of ammunition.Rescue hoist of 272 kg (600 lb) capacity optional. Largerearward-sliding door on each side of fuselage for rapidentry and exit.

SYSTEMS: Solar 67 kW (90 hp) T-62T-40-1, Honeywell orHamilton Sundstrand APU. An optional winterisation kitprovides a second hydraulic accumulator installed inparallel with the APU hydraulic start accumulator,maintaining engine start capability at low ambienttemperatures; Honeywell 30 to 40 kVA and 20 to 30 kVAelectrical power generators; 17 Ah Ni/Cd battery. Enginefire extinguishing system. Rotor blade de-icing systemstandard on US Army aircraft, optional for export. Electricwindscreen de-icing.

AVIONICS: Configurations vary between aircraft. Additionalavionics and self-protection equipment installed inEnhanced Black Hawk, as described under CurrentVersions. Improvement options offered from 1996 fornew-build and retrofit on S-70 series include 'glasscockpit' and digital avionics; equipment available includesEFIS and digital automated flight computer system(AFCS).

Comms: Raytheon AN/ARC-186 VHF-FM, RaytheonAN/ARC-115 VHF-AM, Raytheon AN/ARC-164UHF-AM, Rockwell Collins AN/ARC- 186(V) VHF-AM/FM, Honeywell AN/APX-100 IFF transponder.Raytheon TSEC/KT-28 voice security set, and intercom.HH-60G has AN/URC-108 satcom and is being upgradedwith Rockwell Collins AN/ARC-210 integratedcommunications system; Rockwell Collins AN/ARC-220nap of the earth digital radio and AN/ARC-222 installed onBlock 152 Upgrade HH-60G. UH-60M will haveTelephonies secure digital intercom system.

Radar: MH-60K has Raytheon AN/APQ-147A terram-following/terrain-avoidance radar. HH-60G hasHoneywell AN/APN-239 (RDR-1400C) radar. AH-60Land some export S-70s also equipped with radar.

Flight: Hamilton Sundstrand AFCS with digital three-axis autopilot, Honeywell AN/ARN-123(V)1 VOR/marker beacon/glideslope receiver, Emerson AN/ARN-89ADF, BAE Systems AN/ASN-128 Doppler, AN/ASN-43gyrocompass, Honeywell AN/APN-209(V)2 radaraltimeter. HH-60G has BAE Systems AN/ASN-137Doppler, Rockwell Collins AN/ASN-149 GPS and Littonring laser gyro INS (replacing Carousel IV). NorthropGrumman LISA-200 AHRS to be retrofitted to US Armyhelicopters. UH-60M to have CMC ElectronicsCMA-2082M flight management system and CMA-2088emergency control panel.

Instrumentation: HH-60G has Teldix KG-10 mapdisplay. US Army MH-60 special operations versions toreceive Elbit ANVIS 7 NVG/HUD system as retrofit;system already fitted in UH-60A and L. Elbit ANVIS/HUD system ordered by Australia in August 1999; 12 unitsacquired for installation by Raytheon Australia onS-70A-9. NVG-compatible version of Lockheed MartinGH-3000 electronic standby instrument system to beinstalled on MH-60K. UH-60M will have four RockwellCollins 152x203 mm (6 x 8 in) landscape colourAMLCDs.

Mission: HH-60G has Raytheon AN/AAQ-16 FLIR.UH-60Q and HH-60L have (and HH-60M will have).FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imagingsystem.

Self-defence: Baseline UH-60 Black Hawk hasRaytheon AN/APR-39(V)I RWR, Sanders AN/ALQ-144IR countermeasures set and BAE Systems M-130 chaff/flare dispenser. MH-60K has BAE Systems AN/AAR-47missile warning system, Northrop Grumman AN/ALQ-136 pulse radio frequency jammer, NorthropGrumman AN/ALQ-162 CW radio jammer, RaytheonAN/APR-39A and AN/APR-44 pulse/CW warningreceivers, Raytheon AN/AVR-2 laser detector, BAESystems M-130 chaff/flare dispenser and Sanders AN/ALQ-144 IR countermeasures set. HH-60G has chaff/flaredispenser (BAE Systems M-130 being replaced by AN/ALE-47 since 1998) and Sanders AN/ALQ-144 IRcountermeasures set. Development testing of Sanders AN/ALQ-212 Advanced Threat IR Countermeasures(ATIRCM) system on EH/MH-60s of US Army to begin in1999. AN/AAR-47 missile warning system, AN/ALR-69(V) RWR, AN/ALE-47 chaff/flare dispensers andAN/ALQ-213 EW management system installed on Block152 Upgrade HH-60G.

EQUIPMENT: HH-60G has Lucas Aerospace internal rescuehoist with 76 m (250 ft) of cable. Lucas awarded contractin mid-2000 to supply initial batch of 21 hoists forinstallation on MH-60S and other S-70 variants, with

Jane's All the World's Aircraft 2004-2005 jawa.janes.com

SIKORSKY-AIRCRAFT: US 767

Australian Army Sikorsky S-70A-9 Black Hawk (Paul Jackson) NEW/0567013

potential options for additional 70 in 2001 and 2002 plus34 in 2003. UH-60Q has external Breeze-EasternHS-29900 electric rescue hoist. MH-60S to use RaytheonAirborne Mine Neutralisation System (AMNS) beginningin 2005.

ARMAMENT: New production UH-6OAs and Ls from c/n 431onward incorporate hardpoints for an external storessupport system (ESSS). This consists of a combination offixed provisions built into the airframe and four removableexternal pylons from which fuel tanks and a variety ofweapons can be suspended. Able to carry more than2,268 kg (5,000 lb) on each side of the helicopter, theESSS can accommodate two 871 litre (230 US gallon;192 Imp gallon) fuel tanks outboard, and two 1,703 litre(450 US gallon; 375 Imp gallon) tanks inboard. Thisallows the UH-60A to self-deploy 1,200 n miles(2,222 km; 1,381 miles) without refuelling. The ESSS alsoenables the Black Hawk to carry Hellfire laser-guided anti-armour missiles, gun or M56 mine dispensing pods,FTM-92 Stinger AAMs, ECM packs, rockets andmotorcycles. Up to 16 Hellfires can be carried externallyon the ESSS, with another 16 in the cabin to providecapability to land and reload. Two pintle mounts in cabincan each accommodate a 0.50 in calibre General ElectricGECAL 50 or 7.62 mm six-barrel Minigun.

DIMENSIONS, EXTERNAL!Main rotor diameter 16.36 m (53 ft 8 in)Main rotor blade chord 0.53 m (1 ft 83/4 in)Tail rotor diameter 3.35 m (11 ft 0 in)Length overall: rotors turning 19.76 m (64 ft 10 in)

rotors and tail pylon folded 12.60 m (41 ft 4 in)Length of fuselage:

UH-60A/HH-60G, excl flight refuelling probe15.26 m (50 ft 0V< in)

HH-60G, incl retracted refuelling probe17.38 m (57 ft 0'A in)

Fuselage max width: UH-60AMax depth of fuselageHeight: overall, tail rotor turning

to top of rotor headin air-transportable configuration

Tailplane span

2.36 m (7 ft 9 in)1.75 m (5 ft 9 in)

5.13 m (16 ft 10 in)3.76 m (12 ft 4 in)

2.67 m (8 ft 9 in)4.38 m (14 ft 4/2 in)0.88 m (2 ft lO'/i in)

2.705 m (8 ft HM in)8.83 m (28 ft IP/i in)

1.98 m (6 ft 6 in)1.37 m (4 ft 6 in)1.75 m (5 ft 9 in)

Tailplane chordWheel trackWheelbaseTail rotor ground clearanceCabin doors (each): Height

WidthDIMENSIONS, INTERNAL:

Cabin: VolumeAREAS:

Main rotor blades (each)Tail rotor blades (each)Main rotor discTail rotor discFinTailplane

WEIGHTS AND LOADINGS:Weight empty: UH-60A

UH-60LPayload: internal, UH-60A/L

underslung, UH-60Aunderslung, UH-60L/Q and MH-60S

4,082 kg (9,0001b)Mission T-O weight: UH-60A 7,708 kg (16,994 lb)

UH-60L 7,907 kg (17,4321b)HH-60G 8,119 kg (17,900 lb)MH-60K 11,113 kg (24,5001b)

Max alternative T-O weight (ferry mission), UH-60A/L:11.113 kg (24,5001b)

Max disc loading:UH-60L at mission T-O weight

36.7 kg/m2 (7.52 lb/sq ft)UH-60L at max alternative T-O weight

52.9 kg/m2 (10.83 lb/sq ft)Transmission loading:

UH-60L at mission T-O weight and max power3.04 kg/kW (5.00 Ib/shp)

11.6mJ(410cuft)

4.34 m2 (46.70 sq ft)0.41m2 (4.45 sq ft)

210.15 m2 (2,262.0 sq ft)8.83 m2 (95.03 sq ft)3.00 m2 (32.30 sq ft)4.18 m2 (45.00 sq ft)

5,118kg (11,2841b)5,224 kg (11,5161b)

1,197 kg (2,6401b)3,629 kg (8.0001b)

UH-60L at max alternative T-O weight and power4.20 kg/kW (6.91 lb/shp)

PERFORMANCE (UH-60A at mission T-O weight, except whereindicated):Never-exceed speed (VNE):

UH-60A/L/Q 195 kt (361 km/h; 224 mph)MH-60S 180 kt (333 km/h; 207 mph)

Max level speed at S/L 160 kt (296 km/h; 184 mph)Max level speed at max T-O weight

158 kt (293 km/h; 182 mph)Max cruising speed at 1,220 m (4,000 ft) and 35°C

(95°F):UH-60A 139 kt (257 km/h; 160 mph)UH-60L 152 kt (282 km/h; 175 mph)

Single-engine cruising speed at 1,220 m (4,000 ft) and35°C(95°F) 105 kt (195 km/h; 121 mph)

Vertical rate of climb at 1,220 m (4,000 ft) and 35°C(95°F): UH-60A 119 m (390 ft)/min

UH-60L 472 m (1,550 ft)/minService ceiling: UH-60A 5,700 m (18,700 ft)

UH-60L 5,835 m (19,150 ft)Hovering ceiling:

OGE at 35°C: UH-60A 1,645 m (5,400 ft)UH-60L 2,330 m (7,650 ft)

Range with max internal fuel at max T-O weight, 30 minreserves: UH-60A 319 n miles (592 km; 368 miles)

UH-60L 315 n miles (584 km; 363 miles)Range with external fuel tanks on ESSS pylons:

with two 870 litre (230 US gallon; 191.5 Imp gallon)tanks 880 n miles (1,630 km; 1,012 miles)

with two 870 litre (230 US gallon; 191.5 Imp gallon)and two 1,703 litre (450 US gallon; 375 Imp gallon)tanks 1,200 n miles (2,222 km; 1,381 miles)

Endurance: UH-60A 2 h 18 minUH-60L 2 h 6 min

UPDATED

SIKORSKY S-7OBUS Navy designations: SH-60B Seahawk and MH-60R

Strikehawk, SH-60F and HH-60HUS Coast Guard designation: HH-60J JayhawkJapan Maritime Serf-Defence Force designation:

SH-60J and SH-60KSpanish Navy designation: HS.23Republic of China Navy designation: S-70C(M)-1 and

S-70C(M)-2 ThunderhawkTYPE: Naval combat helicopter.

PROGRAMME: Naval development of Sikorsky UTTAS(UH-60A Black Hawk) utility helicopter; won US NavyLAMPS Mk in competition for shipboard helicopter in1977; first flight of first of five YSH-60B prototypes(161169) 12 December 1979; first 18 SH-6OBs authorisedFY82. Changed USN planning in 1993 resulted inpremature end to SH-60B/F production; original intent wasto remanufacture SH-60B/Fs and HH-6OHs as SH-60R(redesignated MH-60R in mid-2001), but acquisitionstrategy changed in 2001 and most MH-6ORs will be new-build helicopters.

Most recent development, revealed in model form atAsian Aerospace, Singapore, February 2000, involvesincorporation of external stores support system (ESSS) ofUH-60/S-70A series, as well as MH-60R sensor suite.According to Sikorsky, this proposed version evolved inresponse to requests from potential customers in andaround Pacific Rim, such as Indonesia, Malaysia andSingapore. If proceeded with, new version would havemaximum take-off weight of around 11,340 kg(25,000 lb).

CURRENT VERSIONS: SH-60B: Initial production version forASW/ASST; 181 built for US Navy, excluding prototypes.

Detailed description applies to SH-60B, unless otherwisestated.

NSH-6OB: Designation applied to two SH-6OBs(162337 and 162974) assigned to permanent test duties atPatuxent River, Maryland.

SH-60F; CV Inner Zone ASW helicopter, known asCV-Helo, for close-in ASW protection of aircraft carriergroups; US$50.9 million initial US Navy contract for full-scale development and production options placed 6 March1985; replacing SH-3H Sea King; Seahawk prototypemodified as SH-60F test aircraft; first flight 19 March1987; initial fleet deployment by HS-2 aboard USS Nimitzin 1991. Currently assigned to 10 deployable squadrons(HS-2 to HS-8, HS-11, HS-14 and HS-15) plus onetraining unit (HS-10) and one Reserve Force squadron(HS-75). Production terminated with delivery of 82ndexample 1 December 1994.

SH-60F has all LAMPS Mk m avionics, fairings andequipment removed, including cargo hook and RASTsystem main and tail probes, but installation provisionsretained. Replaced by integrated ASW mission avionicsincluding Honeywell AN/AQS-13F dipping sonar, MIL-STD-1553B databus, dual Litton AN/ASN-150 tacticalnavigation computers and AN/ASM-614 avionics supportequipment, automatic flight control system with quickerautomatic transition and both cable and Dopplerautohover, tactical datalink with other aircraft,communications control system, multifunction keypadsand displays for each of four crew members; internal/external fuel system and extra weapon station to portallowing carriage of three Mk 50 homing torpedoes;provision for surface search radar, FLIR, night visionequipment, passive ECM, MAD, air-to-surface missilecapability, sonobuoy datalink, chaff/sonobuoy dispenser,attitude and heading reference system (AHRS), NavstarGPS, fatigue monitoring system and increase of maximumT-O weight to 10,659 kg (23,500 lb); secondary missionsinclude SAR and plane guard.

YSH-6OF: Designation applied to second productionSH-60F (163283) which serves as 'prototype' on testduties at Patuxent River, Maryland. To be fitted withvectored thrust ducted propeller ('ring tail') by PiaseckiAircraft Corporation for trials project at Patuxent Riverduring 2003-04 as part of advanced technologydemonstration programme.

HH-60H: US Navy procurement of 42 completed in1996; used for strike-rescue/special warfare support(HCS); designated HH-60H in September 1986; first flight

First of four test Sikorsky MH-6ORs on its maiden flight, 19 July 2001 0114483

jawa.janes.com Jane's All the World's Aircraft 2004-2005

768 US: AIRCRAFT-SIKORSKY

(163783) 17 August 1988; accepted by USN 30 March1989; in service with HCS-4 at Norfolk, Virginia, January1990; initial procurement ended with 18th delivery July1991, completing HCS-5 at Point Mugu, California; bothsquadrons are part of Navy Reserve. Regular SH-60Fsquadrons later added pairs of HH-6OHs for deployed dutywhen embarked aboard aircraft carriers; missions are torecover four-man crew at 250 n miles (463 km; 288 miles)from launch point or fly 200 n miles (371 km; 230 miles)and drop eight SEALs from 915 m (3,000 ft).

Close derivative of SH-60F, with T700-GE-401Cengines and HIRSS as SH-60B/F; equipment includesLitton AN/APR-39A(XE)2 RWR, Raytheon AN/AVR-2A(V) laser warning receiver, Honeywell AN/AAR-47missile plume detector, Lockheed Martin AN/ALE-47chaff/flare dispenser, Sanders AN/ALQ-144 IR jammer,Elbit ANVIS 7 NVG/HUD system and two cabin-mountedM60D 7.62 mm machine guns; provision for weaponpylons; required to operate from decks of FFG-7, DD-963,CG-47 and larger vessels, as well as unprepared sites.Cubic AN/ARS-6 personnel locator system installed fromFY91. Some equipped with Indal RAST (recovery assist,secure and traverse) equipment. Armament developmentauthorised October 1991 for installation of Hellfire ASM,70 mm (2.75 in) rockets and forward-firing guns. SomeHH-60H now fitted with nose-mounted Raytheon AN/AAS-44(V) FLIR/laser designator system for use withHellfire missile.

HH-60J Jayhawk: Ordered in parallel with HH-60H;adapted for US Coast Guard medium-range recovery(MRR) role; last of 42 delivered in 1996. First flight(USCG 6001) 8 August 1989; first delivery to USCG (6002at Elizabeth City CGAS) 16 June 1990; subsequently toMobile, Traverse City, San Diego, Astoria, San Francisco,Cape Cod, Sitka, Kodiak and Clearwater CGAS. Whencarrying three 455 litre (120 US gallon; 100 Imp gallon)external tanks, HH-60J can fly out 300 n miles (556 km;345 miles) and return with six survivors in addition to four-man crew, or loiter for 1 hour 30 minutes wheninvestigating possible smugglers; other duties include lawenforcement, drug interdiction, logistics, aids tonavigation, environmental protection and militaryreadiness; compatible with decks of 'Hamilton' and 'Bear'class USCG cutters. Equipment includes HoneywellRDR-1300C search/weather radar, AN/ARN-147 VOR/ILS, KDF 806 direction-finder, GPS, Tacan, VHF/UHF-DF, TacNav, dual U/VHF-FM radios, HF radio, IFF,V/U/HF IFF crypto computers, NVG-compatible cockpit,rescue hoist and external cargo hook.

XSH-60J: Japan Maritime Self-Defence Force(JMSDF) placed US$27 million order for two S-70B-3sfor installation of Japanese avionics and missionequipment; first flights 31 August and early October 1987;1,007 hour test programme by Japan Defence AgencyTechnical Research and Development Institute between 1June 1989 and 7 April 1991 to evaluate largely Japaneseavionics for SH-60J, but AN/APS-124 radar.

SH-60J: Mitsubishi is manufacturing more than 100SH-60J Seahawks for JMSDF.

SH-60K: Improved version of Seahawk for JMSDF;prototype rolled out 8 August 2001 and made first hoverflight on 9 September 2001. Production was expected tobegin in FY01 but has been delayed; JMSDF reportedlyseeking initial batch of 50, with second batch of 50 tofollow, as well as upgrade project involving SH-60Jversion.

Initial aircraft of Spain's second S-70B order

MH-60R Strikehawk: Originally designated SH-60Rand also known as LAMPS Block II; combines SH-60Bcapabilities with dipping sonar of SH-60F; original planwas for rebuild of existing fleet; first two conversions to befunded in FY98; 15 in FY99 and more thereafter; however,concerns over cost led to one year delay in launch ofremanufacture programme, which began in FY00 withbatch of four helicopters for test duties (ordered 25 April2000) and was followed by five low-rate initial production(LRTP1) helicopters in FY01, also converted from existingairframes. Training unit HSL-41 at North Island,California, will be first squadron, with fleet introductionnot now expected until late 2005.

US Navy Helicopter Master Plan called for SH-6OBs,SH-6OFs and HH-6OHs to be included in theremanufacture programme. Development delays and costconcerns in 2000-01 prompted Navy to restructureprogramme with mostly new-build MH-6ORs, which willbe purchased for US$ 1 million to US$3 million more thanremanufactured examples and also allow the Navy toimplement measures to improve power to weightperformance. Of total 243 MH-6ORs required, only twoprototypes and first nine 'production' aircraft areremanufactured airframes.

MH-60R systems orientated towards littoral warfareoperations, with ability to process and prosecute largenumber of air and sea contacts in a comparatively confinedspace, the latter in relatively shallow water. New systemsadded to enhance countermeasures and passive and activedetection capability. Initial upgrade package abandoned ongrounds of high cost in 1998, when less costly programme,making extensive use of COTS technology, was adopted.

Lockheed Martin secured US$61 million contract inthird quarter of 1998 for development of common cockpit

NEW/0567014

prototype applicable to MH-60R and MH-60S variants.Under terms of contract, Lockheed Martin provided flightinstrument displays, two MFDs, two operator keysets anddigital communications suite as well as Litton integratedINS/GPS, mass memory unit, mission and flightmanagement computers and applicable operationalsoftware for both versions. New 'glass cockpit' centredaround Lockheed Martin-developed computer systems,but using commercial PowerPC processors, with datapresented to pilots via electronic flight instrument displayand multifunction mission display.

Other changes on MH-60R include deletion of MAD.addition of AGM-114 Hellfire anti-armour missile and twoadditional stores stations, databus, Telephonies AN/APS-147 multimode radar, Raytheon/Thomson-MarconiSonar AN/AQS-22 (FLASH) advanced airborne low-frequency dipping sonar, AN/AYK-14 mission processorand AN/UYS-2A enhanced modular signal processor.Lockheed Martin AN/ALQ-210 ESM, RaytheonAN/AAS-44 FLIR/laser ranger and NVG compatibility.MTOW expected to rise to 10,659 kg (23,500 lb). Mayeventually be fitted with new, more powerful engine.

Two SH-60BS (162976 and 162977) selected asprototypes; conversion undertaken by Lockheed MartinSystems Integration at Owego, New York, where first(then designated SH-60R) was rolled out on 5 August1999. First flight scheduled for October 1999, followingelectronic systems functional test and checkout on theground, but delayed until 11 December; first prototype halfanalogue/half 'glass cockpit' for initial testing, with full'glass cockpit' installed after about three months. Afterinitial trials at Owego, first prototype delivered to PatuxentRiver, Maryland, in early May 2000 for start of two-yearNavy/contractor developmental test programme.

Sikorsky HH-60H fitted with nose-mounted AN/AAS-44(V) FLIR and laser designator (Jane's/Patrick Allen) NEW/0567015

Jane's All the World's Aircraft 2004-2005 jawa.janes.com

SIKORSKY-AIRCRAFT: US 769

Initial test aircraft (166402), remanufactured bySikorsky, first flew 19 July 2001 and formally accepted byNavy (still in manufacturer's hands) later in same month.Subsequently to Patuxent River, Maryland, on 10 August2001 for installation of flight test instrumentation and thento Lockheed Martin at Owego for fitting of new missionsystems. First flight with 'total weapon system' made on 4April 2002.

AH four test aircraft (166402 to' 405) had been deliveredto the Navy by the beginning of February 2002, with first offive LRIP1 MH-60Rs (166406 to '410) flying on 9 July andbeing delivered to US Navy by end of that month. Furthertwo LRIP1 machines were delivered in third quarter of2002 and then allocated to Lockheed Martin at Owego forfitment of mission systems. Final hurdle before start offull-rate production is US Navy OpEval (operationalevaluation), which began with VX-1 Squadron at PatuxentRiver in latter half of 2003. Successful conclusion ofOpEval will clear way for Milestone III approval of full-rate production starting in FY05. Full funding of a secondLRIP batch (of six new-build helicopters) will occur inFY04.

Exports comprise: S-70B-1: Spanish Navy receivedsix from December 1988 (designated HS.23) for operationfrom four FFG-7 frigates by Escuadrilla 010 at Rota;similar to USN SH-60B, but with Honeywell AN/AQS-13F dipping sonar. Spanish government approval toorder additional six granted in December 1998, with orderplaced in third quarter 2000; five of them delivered to Rota,in October 2002, with final aircraft retained at Owego,New York, for additional trials. Deal for new helicoptersalso included funds to upgrade original six to samestandard, including armament kits and compatibility withAGM-114 Hellfire and AGM-119 Penguin ASMs. Firsttwo upgraded helicopters were scheduled to be redeliveredto Spanish Navy by October 2003.

S-70B-2: Royal Australian Navy (RAN) selectedSeahawk for role adaptable weapon system (RAWS) full-spectrum ASW helicopter with autonomous operatingcapability; order for eight confirmed 9 October 1984; eightmore ordered May 1986. S-70B-2 has substantiallydifferent avionics from USN version: Racal SuperSearcher radar (capable of tracking 32 surface targets)and Rockwell Collins advanced integrated avionicsincluding cockpit controls and displays, navigationreceivers, communications radios, airborne targethandoff datalink and tactical data system (TDS).Upgrade of Australian Seahawks, known as Project Sea1405, includes installation of Raytheon AN/AAQ-27FLIR and an electronic warfare support measures packagebased on Elisra's AES-210 system; also installation ofSmiths NVG-compatible aircraft standby attitudeindicators and Northrop Grumman AN/AAR-54(V)passive MAWS. All 16 Seahawks upgraded by thirdquarter of 2003; first helicopter handed over to TenixDefence Systems in first quarter 2000. Mid-life upgrade(MLU) expected to follow in due course, with projectdefinition study to begin in 2003-04; MLU is likely toinvolve provision of dipping sonar and integration ofASM, with Penguin Mk2 anti-ship missile a strongpossibility as this already purchased for use by RANSeasprite helicopters.

S-70B-6: Hybrid SH-60B/F for Greece, unofficiallyknown as Aegean Hawk; selected December 1991 andinitial quantity of five ordered 17 August 1992 for MEKO200 frigates. Option for three more subsequently converted

to firm order and contract for further two (later increased tothree) signed on 12 June 20G0. Armament includes NFTPenguin Mk2 ASMs; avionics include AN/AQS-18(V)-3dipping sonar, AN/APS-143(V3) radar and AN/ALR-66(V)-2 ESM; towed MAD and sonobuoy launcheromitted. First two delivered fourth quarter of 1994, withthree more in 1995, one in 1997 and two in 1998. Originaleight aircraft being modified to operate with AN/AAQ-22Q Star SAFIRE FLIR sensor; three undeliveredexamples will have Raytheon AN/AAS-44 FLIR/laserrangefinder.

S-70B-7: Six Seahawks ordered by Royal Thai Navy inOctober 1993; equipped for coastal surveillance, maritimepatrol and SAR from aircraft carrier HTMS ChakriNaruebet; first handed over at Stratford on 6 March 1997,with all six delivered by June.

S-70B-28: Initial batch of four ordered by TurkishNavy on 14 February 1997, with option on another foursubsequently converted to firm order; the first examplemade its maiden flight on 18 January 2001 and all eightwere delivered in 2002 for service aboard frigates in ASWand surveillance roles. They are first export Seahawks witha Rockwell Collins 'glass cockpit' and also have L-3Communications Ocean Systems HELRAS long-rangeactive dipping sonar and Telephonies AN/APS-143(V)radar installed. Original order includes supply ofAGM-114 Hellfire H ASM. Turkey has ultimaterequirement for up to 28 S-7OBs, of which further eightordered in 2002.

S-7OC(M)-1/2 Thunderhawk: S-70C designationused for H-60 purchases not qualifying for FMS.Principally assigned to aircraft delivered to Taiwan.Production complete.

CUSTOMERS: Total US Navy requirement originally 260SH-6OBs; 186 on order, including five prototypes, whenprocurement prematurely terminated in FY94. First flightproduction Seahawk 11 February 1983; last SH-60Bdelivered to US Navy on 25 September 1996; firstsquadron was HSL-41 at NAS North Island, San Diego,California; operational deployment began 1984; 10 USNavy squadrons operating by March 1991 (HSLs 41, 43,45,47 and 49 at NAS North Island; 40,42,44,46 and 48 atNAS Mayport, Florida); subsequently HSL-51 formed atAtsugi, Japan, 1 October 1991, and HSL-37 at NASBarbers Point, Hawaii, began converting from SH-2Fs on 6February 1992; most recent unit to equip is HSL-60 of theReserve Force, also at Mayport. SH-6OBs deployed in'Oliver Hazard Perry' (FFG-7) class frigates, 'Spruance'class and Aegis-equipped destroyers and 'Ticonderoga'class guided missile cruisers. US Navy originally required150 SH-6OFs; total 82 completed, comprising seven pre-series plus 18 each in FY88, 89 and 91, 12 in FY92 andnine in FY93; procurement then prematurely halted; twoused for operational evaluation; in West Coast service withHS-2, 4, 6, 8, 10 and 14 squadrons at NAS North Island,California; HS-3 at Jacksonville, Florida, equippedfrom 27 August 1991 as first East Coast squadron,followed by HS-1, 5, 7, 11 and 15, of which trainingsquadron HS-1 since disestablished, leaving HS-10 ofPacific Fleet to conduct all US Navy SH-60F instruction.Reserve Force unit HS-75 at Jacksonville now also hasSH-60F.

Exported to Australia, Greece, Japan, Spain, Taiwan,Thailand and Turkey (see Current Versions). S-70B-4 and-5 are derivatives of SH-60F and HH-60H, respectively;not taken up.

Sikorsky SH-60B Seahawk twin-turbine ASW/ASST helicopter, with additional side views of HH-60H(centre) and HH-6OJ Jayhawk (bottom) (Jane's/Dennis Punnett)

COSTS: US$20.25 million (1992) USN programme unifcost.Flyaway cost of final USN SH-60B about US$ 16 million;total MH-60R development programme costs expected tobe around US$400 million, with unit flyaway cost quotedas US$16 million to US$18 million (FY96 dollars) forremanufactured aircraft and slightly more for new-buildexamples.

DESIGN FEATURES: SH-60B Seahawk designed to provide all-weather detection, classification, localisation andinterdiction of surface ships and submarines, eithercontrolled through datalink from parent ship or operatedindependently; secondary missions include SAR, verticalreplenishment, medevac, fleet support andcommunications relay.

Revised features, compared with UH-60A, include morepowerful navalised GE T700-GE-401 engines, additionalfuel, sensor operator's station, port-side internal launchersfor 25 sonobuoys, pylon on starboard side of tailboom forMAD bird, lateral pylons for two torpedoes or externaltanks, chin-mounted ESM pods, sliding cabin door, rescuehoist, electrically actuated blade folding, rotor brake, foldingtail, short-wheelbase tailwheel landing gear with twintailwheels stressed for lower crash impact, DAF Indal RASTrecovery assist, secure and traversing for haul-downlandings on small decks and moving into hangar, hoveringin-flight refuelling system, and emergency flotation system;pilots' seats not armoured. SH-60B gives 57 minutes' morelistening time on station and 45 minutes' more shipsurveillance and targeting time than SH-2F SeaspriteLAMPS Mk I.

Initial testing of new Fairey Hydraulics Decklock landingsystem for S-70B was completed in mid-1995; ensuing oneyear development programme was expected to lead tomanufacture of prototype unit for operational trials.Decklock consists of a pair of steel jaws attached to a two-stage actuator which extends during approach to landingplatform; jaws then automatically secure helicopter to deck-installed grid on landing, permitting operation withoutassistance of deck crew during storm-force weatherconditions.

For operation in Gulf during mid-1980s Iran-Iraq war, 25SH-6OBs fitted with upper and lower Sanders AN/ALQ-144IR jammers, BAE Systems AN/ALE-39 chaff/flaredispensers, Honeywell AN/AAR-47 electro-optical missilewarning, and a single 7.62 mm machine gun in door, for aweight penalty of 169 kg (369.5 1b); seven Seahawks fittedwith Raytheon AN/AAS-38 FLIR on root weapon pylonwith instantaneous relay to parent ship.

First Block I SH-60B update, introduced in productionLot 9, delivered from October 1991, includes provision forNFT AGM-119 Penguin anti-ship missile, Mk 50 advancedlightweight torpedo, Flightline AN/ARR-84 99-channelsonobuoy receiver (replacing ARR-75), Rockwell CollinsAN/ARC-182 V/UHF FM radio and Rockwell Collins Class3A Navstar GPS; before production cutbacks, 115 Penguin-capable Seahawks to come from retrofitting back to Lot 5,but only 28 launch kits (delivered 1997) so far ordered.

FLYING CONTROLS: AS for UH-60.STRUCTURE: Basically as for UH-60 plus marine corrosion

protection; single cabin door, starboard side, narrower thanon UH-60.

LANDING GEAR: Generally as for UH-60, but with twintailwheel positioned further forward to facilitate operationfrom landing platforms on warships.

POWER PLANT: Two 1,260 kW (1,690 shp) intermediate ratingGeneral Electric T700-GE-401 turboshafts in earlyaircraft; 1,342 kW (1.800 shp) T700-GE-401C turboshaftsintroduced in 1988 and on HH-60H/J. Transmission rating2,535 kW (3,400 shp). Internal fuel capacity 2,233 litres(590 US gallons; 491 Imp gallons). Hovering in-flightrefuelling capability. Two 455 litre (120 US gallon;100 Imp gallon) auxiliary fuel tanks on fuselage pylonsoptional (three on HH-60J). Hover IR suppressorsubsystem (HTRSS) exhaust cowling fitted to HH-60H.

ACCOMMODATION: Pilot and airborne tactical officer/back-uppilot in cockpit, sensor operator in specially equippedstation in cabin. Dual controls standard. Sliding door withjettisonable window on starboard side. Accommodationheated, ventilated and air conditioned.

SYSTEMS: Generally as for UH-60A.AVIONICS: Refer also to Current Versions for variants other

than SH-60B.Comms: Rockwell Collins AN/ARC-159(V)2 UHF,

Rockwell Collins AN/ARC-174(V)2 HF, Hazeltine AN/APX-76A(V) and Honeywell AN/APX-100(V)l IFFtransponders, TSEC/KG-45(E-1) communicationssecurity set, TSEC/KY-75 voice security set, TelephoniesOK-374/ASC communications system control group.Satellite communications planned for MH-60R.

Radar: Raytheon AN/APS-124 search radar on SH-60Band Telephonies AN/APS-147 on MH-60R (Racal SuperSearcher for Australia; Telephonies AN/APS-128PC forTaiwan; Telephonies AN/APS-143(V) for Turkey).

Flight: Rockwell Collins AN/ARN-118(V) Tacan,Northrop Grumman AN/APN-127 Doppler, RockwellCollins AN/ARA-50 UHF DF, Honeywell AN/APN-194(V) radar altimeter. US Navy began testingversion of Raytheon Joint Precision Approach andLanding System (JPALS) on an SH-60 in 2002 and thissystem is expected to begin replacing existing radar-basedshipboard precision approach system from 2005-06.

jawa.janes.com Jane's All the World's Aircraft 2004-2005

US: AIRCRAFT-SIKORSKY

Cockpit of Sikorsky HH-60H (Jane's/Patrick Allen)

Mission: Sikorsky sonobuoy launcher, Flightline AN/ARR-75 and R-1651/ARA sonobuoy receiving sets (AN/ARR-84 receiver in Australian Seahawks and for USNBlock 1 upgrade), Raytheon AN/ASQ-81(V)2 towedMAD (CAE AN/ASQ-504(V) internal MAD in AustralianSeahawks), Raymond MU-670/ASQ magnetic tapememory unit, Astronautics IO-2177/ASQ altitudeindicator, Fairchild AN/ASQ-164 control indicator set,Fairchild AN/ASQ-165 armament control indicator set,IBM AN/UYS-1(V)2 Proteus acoustic processor(Computing Devices UYS-503 for Australia) andCV-3252/A converter display, GD Information AN/AYK-14 (XN-1A) digital computer, Raytheon AN/ALQ-142 ESM, Siena Research AN/ARQ-44 datalink andtelemetry (Rockwell Collins DHS-901 in AustralianSeahawks). SH-60F has Honeywell AN/AQS-13F dippingsonar (AN/AQS-18 in Taiwanese S-70s). During 1991Gulf War, pod-mounted Hughes (now Raytheon) AN/AAQ-16 FLIR fitted to five SH-6OBs and Raytheon AN/AAQ-17 FLIR deployed on one SH-60B; BAE SystemsSea Owl IR turret evaluated later in 1991. Raytheon AN/AAS-44 FLIR/laser ranger on MH-60R. Australianexamples also acquired AN/AAQ-16 FLIR for 1991 GulfWar. Raytheon AN/AAQ-27 FLIR system adopted as partof upgrade of Australian Seahawks to be undertaken byTenix Defence Systems. US Navy to acquire airborne lasermine detection system for SH-60B and MH-60R; NorthropGrumman system selected in mid-2000, with 36 monthengineering and manufacturing development (EMD) from2001, followed by production decision before the end of2004. Greek aircraft retrofitted with AN/AAQ-22Q StarSAFIRE FLIR sensor between November 2002 and June2003; Raytheon AN/AAS-44 reportedly to be installed onthree new Aegean Hawks which have still to be delivered.

Self-defence: ESM systems include Raytheon AN/APR-39 RWR on HH-60H; none on SH-60F. MH-60R hasLockheed Martin AN/ALQ-210 ESM. AustralianSeahawks fitted with AN/ALE-47 chaff/flare dispensersand AN/AAR-47 missile detectors for 1991 Gulf War.Upgrade of Australian Seahawks to include ESM based onElisraAES-210 system.

EQUIPMENT: External cargo hook (capacity 2,722 kg;6,0001b) and rescue hoist (272 kg; 6001b) standard.SH-60B/F and MH-60R have provision for eightsonobuoys.

ARMAMENT: US Navy armament includes up to three Mk 46torpedoes and (IOC 1993) NFT AGM-119B Penguin Mk 2Mod 7 anti-shipping missiles. Block I upgrade integratedPenguin and Honeywell Mk 50 Advanced LightweightTorpedo from 1993. HH-60H has two pintle-mountedM240G 7.62 mm machine guns and cleared in 1996 tooperate with AGM-114 Hellfire ASM. HH-60H canoperate with 70 mm (2.75 in) rocket pods and GAU-17/A7.62 mm forward-firing guns. Hellfire to be included inSH-60B and MH-60R armament for attacking small ships.In early 2001, US Navy contemplating undertaking a riskreduction flight test programme for the Israel MilitaryIndustries Light Defender standoff loiter weapon systemusing an SH-60B; at present, US Navy has no definite plansto use this weapon, but it could be deployed for soft targets.

DIMENSIONS, EXTERNAL: AS UH-60A except:Length overall, rotors and tail pylon folded:

NEW/0567016 Sikorsky HH-60H FLIR (Jane's/Patrick Allen) NEW/0567017

HH-60HHH-60J

Useful load: HH-60JInternal payload: HH-60HMission gross weight:

SH-60BMax T-0 weight:

SH-60B Utility, HH-60HSH-60F, MH-60RHH-60J

Max disc loading:SH-60B Utility, HH-60HSH-60F, MH-60RHH-60J

6,114 kg (13,4801b)6,086 kg (13,4171b)

3,551 kg (7,8291b)1,860 kg (4,1001b)

9,575 kg (21,1101b)

9,926 kg (21,8841b)10, 659 kg (23,500 lb)

9,637 kg (21,2461b)

47.2 kg/m2 (9.67 lb/sq ft)50.7 kg/m2 (10.39 lb/sq ft)45.9 kg/m2 (9.39 lb/sq ft)

Transmission loading at max T-0 weight and power:SH-60B Utility, HH-60H 3.92 kg/kW (6.44 lb/shp)SH-60F, MH-60RHH-60J

4.21 kg/kW (6.91 lb/shp)3.80 kg/kW (6.25 lb/shp)

PERFORMANCE:Cruising speed at S/L:

HH-60HHH-60J

147 kt (272 km/h; 169 mph)146 kt (271 km*; 168 mph)

Dash speed at 1,525 m (5,000 ft), tropical day:SH-60B 126 kt (234 km/h; 145 mph)

Vertical rate of climb at S/L, 32.2°C (90°F):SH-60B 213 m (700 ft)/min

Vertical rate of climb at S/L, 32.2°C (90°F), OEI:SH-60B 137 m (450 ft)/min

UPDATED

SIKORSKY S-76TYPE: Multirole medium helicopter.PROGRAMME: S-76A announced 19 January 1975; first flight

(N762SA) 13 March 1977; certification to FAR Pt 29,Category B, on 21 November 1978; Category A on 9January 1979; deliveries started early 1979; delivery of MkII began 1 March 1982; S-76B programme initiatedOctober 1983; first flight (N3123U) 22 June 1984; certifiedin category B on 31 October 1985 and in Category A on 3February 1987; final S-76B delivered December 1997; see1997-98 and previous Jane's All the World's Aircraft fordetails of these early models.

S-76C announced June 1989; replaced S-76B's P&WCPT6B turboshafts with Arriel engines; first flight 18 May1990; FAA certification in Category B on 15 March 1991and in Category A on 12 April 1991, deliveries beginningimmediately thereafter.

Following manufacture of c/n 760514 in mid-2000,production of S-76C+ fuselages progressively transferredto Aero Vodochody of the Czech Republic under a US$200million contract, beginning with Sikorsky-built c/n760515, which was shipped to the Czech Republic for finalassembly and scheduled to return to the USA in January2001. Three further shipsets to be sent from Sikorsky, with

first wholly Czech-built fuselage expected to be completedin late 2001. Fiescher Advanced Composites of Austriasupplies composites components to Aero Vodochody.Keystone Helicopter Corporation of West Chester,Pennsylvania, selected in April 2000 as principalcompletion centre for S-76C+S, following flight testingand certification at Sikorsky's Stratford, Connecticut,facility. Production rate 10 per year in 2000 and 2001,rising to 15 per year from 2002.

Improvements, announced at Heli-Expo 2001 inFebruary 2001 for introduction in 2005, include S-76 QuietTail rotor and low-noise Transmission. Arriel 2S2 engineswith 6 per cent increase in take-off power, a fullyintegrated, 'all-glass cockpit', possibly based on theHoneywell Primus Epic system; Goodrich HUMS; adifferential GPS approach and landing system, passive andactive noise/vibration control systems for the cabin, androtor de-icing. First Arriel 2S2 engine installationundertaken by Turbomeca in late 2003.

By March 2003 more than 530 S-76s of all models werein service with 192 operators in 44 countries, and hadaccumulated more than three million flight hours.

CURRENT VERSIONS: S-76C: Initial production version withArriel 1S1 engines; now superseded by S-76C+.

S-76C+: FAA and CAA certification and first delivery,mid-1996; features Arriel 2S1 turboshafts with FADEC forimproved single-engine performance and fuel efficiency.As described.

S-76D: Proposed utility variant to be developed jointlywith Mil Helicopters of Russia. New features wouldinclude fixed landing gear, Mil-developed compositesmain rotor blades with electrothermal de-icing,X-conriguration Quiet Tail Rotor, aimed at reducingmanufacturing costs and increasing payload andperformance. New rotors would be offered as retrofit toexisting S-76 models. If proceeded with, the S-76D wouldbe produced in Russia for domestic and internationalmarkets.

CUSTOMERS: See table. The 537fh production S-76 wasregistered in July 2003. Recent customers include OffshoreLogistics Inc (OLOG), which ordered 15 S-76C+S on 10February 2003, plus 24 options, for delivery over a five-year period, and Senior Taxi Aerea of Porto Allegre.Brazil, which ordered four on 3 March 2003 for delivery in2003.

COSTS: Unit cost approximately US$6 million (2002).DESIGN FEATURES: Meets FAR Pt 29 with Category A IFR;

intended for offshore support, business transport, medicalevacuation and general utility use; technology andaerodynamics based on those of UH-60 Black Hawk.

Four-blade main rotor with high twist and varyingsection and camber based on Sikorsky SC-1095; taperedblade tip has 30° leading-edge sweep; fully articulatedrotor head with single elastomeric bearings; hydraulic dragdampers; dual bifilar vibration absorber assemblies above

SH-60BHH-60HHH-60J

Length of fuselage: HH-60JWidth, rotors foldedHeight:

overall, tail rotor turningoverall, pylon foldedto top of rotor head

WheelbaseTail rotor ground clearanceMain/tail rotor clearance

AREAS: AS UH-60AWEIGHTS AND LOADINGS:

Weight empty: SH-60B ASW

12.47 m (40 ft 11 in)12.51 m(41 ftOs/sin)13.13 m (43 ftO7/s in)

15.87 m (52 ft 1 in)3.26 m (10 ft 8'/:! in)

5.18 m (17 ft 0 in)4.04m(13ft3'/4in)3.79m(12ft5'/«in)4.83 m (15 ft 10 in)

1.83 m (6 ft 0 in)6.6 cm (2% in)

6,191 kg (13,648 lb) Sikorsky S-76C+ (Paul Jackson) NEW/0567018

Jane's All the World's Aircraft 2004-2005 jawa.janes.com