Like the Boeing-Vertol YUH-61A, the Sikorsky Model S-70 was developed in response to the Army’s 1972 requirement for a simple, robust, and reliable Utility Tactical Transport Aircraft System (UTTAS) helicopter intended to eventually replace most of the Army’s UH-1 Iroquois.

The Blackhawk’s general shape and external dimensions were dictated by the Army’s requirement that one complete UTTAS helicopter be air transportable within the cargo bay of a single C-130 Hercules (with the additional requirement that two helicopters fit within a single C-141 Starlifter, and six within each C-5 Galaxy). The UH-60 is thus a long and low-set craft with a streamlined pod-and-boom layout, and is characterized by a downward-sloping tail boom fitted with a moving stabilator, a sharply-swept vertical tail, and a four-bladed anti-torque rotor canted twenty degrees off the vertical to produce added lift and thus allow a reduction in the main rotor diameter. The tips o1 each of the Blackhawk’s four fully-articulated, high-lift main rotor blades are swept twenty degrees to reduce control loads and the effects of high Mach numbers, and all four blades can be manually folded. The UH-60A can be fitted with an External Stores Support System (ESSS) consisting of two stub wings, one fixed to either side of the central fuselage above and just forward of the main cabin doors. These stub wings can carry auxiliary fuel tanks, electronic countermeasures (ECM) equip-ments, machine gun, cannon or rocket pods, up to sixteen Hellfire anti-tank missiles, or four M-56 landmine dispensers.

The UH-60’s design also incorporates a variety of structural features that allow the aircraft to remain in flight after sustaining heavy damage and that provide maximum protection for the crew and passengers in a crash or while under hostile fire. In the Blackhawk these features include an immensely strong yet flexible and crashworthy cabin box, wheeled landing gear able to absorb very heavy vertical impacts, extensive armour plating around the cockpit and dynamic components, self-sealing fuel tanks, widely-separated and redundant electronic and hydraulic systems, and main rotor blades that can withstand hits by explosive or incendiary projectiles up to 23mm in size. For utility use, 14 troop seats could be replaced by four medevac litters or internal cargo; or up to 8,000 lb (3628 kg) of cargo could be carried on an external book.

In August 1972 both Sikorsky and Boeing-Vertol were awarded Army contracts for the production and initial testing of three UTTAS prototypes, the Sikorsky machines (serial numbers 73-21650 through -21652) being designated YUH-60A.

The first YUH-60A example (73-21650) made its maiden flight on 17 October 1974 by Sikorsky at Stratford, Connecticut, and all six prototypes (73-21650 to 21655) entered competitive testing against the Boeing-Vertol YUH-61A in March 1975. The YUH-60A was declared the winner of the UTTAS competition, against the Bell 240 and Boeing Vertol 179, on 23 December 1976, and almost immediately thereafter the Army awarded Sikorsky a contract for the first fifteen production UH-60A Blackhawks. The YUH-60A were converted to UH-60A, and 1,509 production models were built; 77-22714 to 22728, 78-22960 to 23016, 79-23263 to 23354, -23369 to 23370, 80-23416 to 23509, 81-23547 to 23626, 82-23660 to 23761, 83-23837 to 23932, 84-23933 to 24016, 85-24321, -24387 to 24464, -24745 to 24750, -25511 to 25512, 86-24483 to 24560, 87-24579 to 24656, 88-26000 to 26005, -26015 to 26122, 89-26123 to 261785, 91-26319 to 26392, and 92-26393 to 26400.

The first production contract covered 15 UH-60A Black Hawk helicopters; a further 353 were the subject of a fixed-price option, and an April 1982 contract covered the acquisition of 294 more for delivery up to 1985.

The first production UH-60 flew on 17 October 1978 and S-70s began to enter service in April 1979. The first production UH-60A was delivered to the Army in 1979, with the aviation components of the 101st and 82nd Airborne Divisions in June, being the first frontline units to transition to the new helicopter. With the service designation UH 60A Black Hawk, this is a twin turbine helicopter powered by 1,543 shp General Electric T700 GE 700 turboshaft engines. Procurement of more than 1,000 for the US Army was planned. Combat assault UH 60s which accommodate 11 troops, or four stretchers, have provision for one or two side firing machine guns. It soon proved far superior to the UH-1H, able to carry loads of up to 20 and to cope with external loads of up to 2000kg. With the addition of External Stores Support System (ESSS) pylons the UH-60A can carry stores such as Hellfire missiles and long-range fuel tanks on pylons, and M60 machine-guns in the forward area of the cabin.

Sixteen of the anti-armour Hellfire missiles can be carried externally on the UH-60A Black Hawk’s external stores support system (ESSS), plus another 16 in the cabin, allowing the crew to land and reload for additional sorties. Test firings have been completed in all directions, as well as in the hover and at night (in conjunction with pilot’s night vision goggles). The ESSS, designed by Sikorsky under another US Army design contract, consists of removeable pylons on the fuselage sides which allow the carriage of missiles, auxiliary fuel tanks, mine dispensing systems, and a variety of other stores. They can be installed in less than 40min by four person¬nel. All production Black Hawks built after 1983 have built-in provision for ESSS, while retrofit kits are being produced for earlier aircraft. Other improvements now being incor-porated include internal/external lighting systems which are compatible with pilots’ night vision goggles, and infrared suppression equip¬ment to increase survivability.

The Army awarded Sikorsky the first of two multi-year Blackhawk construction contracts in early 1982, and by early 1988 more than 900 examples were in Army service in the utility transport, aeromedical evacuation, and special warfare-support roles.

The UH-60A underwent its baptism of fire during the 1983 U.S. invasion of Grenada, and there proved itself to be a dependable and capable successor to the Huey. The Blackhawks deployed to Grenada were fired upon by weapons ranging from small arms to 23mm cannon, and in the Army’s official report on the conflict the craft’s sturdy construction, mechanical reliability, and ability to absorb significant damage and still fly were singled out for special mention.

Further development of the UH-60 continues as the manufacturer seeks to improve the basic airframe and the Army works to adapt the Blackhawk to a wider variety of operational tasks. In January 1988 the Army accepted the first of nine UH-60A machines especially equipped for use by the commanders-in-chief (CINCs) of various Army commands. These ‘CINC Hawks’ are fitted with additional radio equipment, satellite communications gear, M-130 flare and chaff dispensers, and other airborne survivability equipment.

In 1982/83 11 UH-60As were delivered to the USAF to meet a short-term rescue helicopter undercapacity, and under a later contract Sikorsky is converting ten to Credible Hawk standard, which includes the installation of a 117gal auxiliary fuel tank, a fuel management system, and an in-flight refuelling probe. The eleventh was reconfigured as an HH-60A Night Hawk in 1983/84, with internal and external auxiliary fuel totalling 937ga1, an in-flight refuelling probe, and various specialised rescue equipment. Mission equipment installed included Doppler radar, Fur, multifunction CRT displays, Litton INS, provision for GPS, a MIL 1553B digital databus, and various self-protection systems. The first HH-60A Night Hawk flew on 4 February 1984.

In 1984 two conversions of UH-60A, 82-23718 and 82-23728, were prepared as USAF combat SAR HH-60D Night Hawk prototypes. Production was not undertaken. The HH-60E Night Hawk was a simplified version of the HH-60D.

Eight conversions from HH-60A, 97-26772 to 26779, were completed in 1986 as HH-60G Pave Hawk for USAF combat SAR.

The HH-60L Black Hawk were Army SAR conversions of UH-60L with medical mission equipment. Forty-four were completed.

Sixty UH-60A were modified with medical mission equipment fir the US Army as HH-60M Black Hawk.

The 1988 HH-60H Rescue Hawk was a USN combat SAR helicopter. First flying on 17 August 1988, power was two 1800hp T700-GE-401C turboshafts. Forty-two were built; 164831 to 164846, 165120 to 165123, 165154, and 165255 to 165267.

First flying on 8 August 1989, the HH-60J Jay Hawk was a USCG offshore SAR version of the SH-60F. Forty-two were built, 163801 to 163832, 164820 to 164828, 165096, 165124 to 165127, and 165146 to 165150, which were re-serialed to USCG 6001 to 6056.

To complement its large fleet of UH-60A Black Hawk tactical transport helicopters, the US Army contracted with the Tracor Aerospace Group for a specialist electronic warfare counterpart designed for the jamming of the enemy’s battlefield communications network. The first YEH-60A prototype 79-23301 flew on 24 September 1984, and the type is configured with the 1,800-lb (817-kg) Electronic Systems Laboratories ALQ-151 “Quick Fix IIB” package (an advanced version of the equipment first fitted in the EH-1 version of the Bell “Huey”) to intercept, monitor, and jam radio communications. H-60A conversions to EH-60A were 84-24017 to 24028, 85-24465 to 24482, 86-24561 to 24578, and 87-24657 to 24674.

Seventy-five UH-60A, 78-22976 to 23012, 82-23748, and 86-24507 to 24543, were converted to JUH-60A.

The NUH-60A 77-22717 was a conversion from UH-60A.

A short first flight was made at Stratford, Conn, on 6 February 1981 by the Sikorsky YEH¬-60B, the first of five prototype SOTAS (Stand¬ off Target Acquisition Systems) helicopters ordered by the US Army. A derivative of the UH 60A, the SOTAS variant has a rotating radar antenna beneath the fuselage (in mock¬ up form only in the first prototype) and an electronics data terminal inside the cabin; intended to observe the location and move¬ment of enemy ground forces, the EH 60B is equipped to transmit this information back to ground station terminals for the benefit of battlefield commanders. The antenna and related electronics equipment are being developed by Motorola.

In October 1984 the Tracor Aerospace Group won an Army contract for the conversion of forty UH-60A to EH-60A standard. Flight testing of a planned 132 production -A model EW Blackhawks began in April 1986, though budget restraints ultimately led the Army to acquire only 66 production machines. These included 85-24480, 87-24660, and 87-24670. The last of these was delivered in September 1989, and soon afterwards the type’s designation was changed from EH-60A to EH-60C.

The first delivery of an EH-60A Quick Fix electronic warfare airframe was made in 1985, and 66 are on order for production at a rate of two a month until November 1988. The Quick Fix is basically a Black Hawk modified to be equipped with an electronics package, including four dipole antennae in the rear fuselage and a retractable whip antenna under the tail boom, which is used to intercept, monitor, and jam enemy communications.

Other features are an inertial navigation system and the Aircraft Survivability Equipment defen¬sive suite (a radar warning receiver and two chaff/flare launchers). Under its Special Electronic Mission Aircraft program, the US Army planned to receive 132 EH-60As, and the first 40 were UH-60A conversions. The program was cut back, however, after the delivery of 26 new-build helicopters, giving the army a strength of 66 such machines. The first of these entered service in July 1987, and the type was re-designated EH-60C.

While the EH-60C is intended to locate, classify and disrupt enemy signals traffic, the EH-60B was developed specifically to carry the Stand-Off Target Acquisition System (SOTAS) radar. The EH-60B was characterized by the long box-shaped SOTAS scanner mounted below the main cabin, and was equipped with backward-retracting main landing gear legs to allow the SOTAS antenna to rotate a full 360 degrees in flight. The sole EH-60B prototype 78-23013, converted from UH-60A, made its maiden flight in February 1981, but the SOTAS development programme was cancelled the following September and the aircraft was subsequently converted to EH-60A/C standard.

The US Army Special Operations MH-60A Black Hawk was powered by two T700-GE-701C.

The 1990 MH-60G Pave Hawk for the US Army Special Ops were converted UH-60A and included 82-23680, -23689, -23708, -23728, -23761, 88-26006 to 26014, 90-26222 to 26239, -26309 to 26312, and 92-26401 to 26407.

In September 1987 Sikorsky submitted a proposal for a Blackhawk derivative intended specifically to support the Army’s special operations forces. This aircraft, the MH-60K, will feature a long-range fuel system incorporating both additional internal tankage and the pylon-mounted auxiliary fuel tanks of the Air Force HH-60 combat rescue helicopter, and will have uprated engines, a ‘glass’ cockpit built around multiple CRT displays, advanced communi-cations and navigation equipment, Forward-Looking Infrared Radar (FLIR), an air-to-air refuelling probe, heavier defensive armament, and additional troop seating. Sikorsky has announced its intention to begin flight testing the MH-60K in early 1989, and current Army planning calls for the acquisition of up to twenty-one aircraft.

First flying on 10 October 1990, twenty-three MH-60K Black Hawk were built, powered by two T700-GE-701C.

The 1990 AH-60L Black Hawk were Army Special Ops Direct Action Penetrator upgrade of MH-60L.

And in the summer of 1986 Sikorsky began preliminary design work on what was originally called a B-model Blackhawk incorporating an advanced composite main rotor system with larger-diameter blades, more powerful engines, the stronger gearbox developed for the Navy’s SH-60B Seahawk variant, a redesigned nose intended to improve pilot visibility, a modified cockpit with improved instrumentation, and upgraded electronics. By late 1988 this aircraft had entered the final design definition stage with the designation UH-60M.

Eleven UH-60D were built.

The UH-60M upgrade was cancelled in favour of the UH-60L. The designation was reserved for use in 2006.

The UH-60L Black Hawk of 1989 were Army and National Guard multi-mission combat assault and troop carrier which replaced UH-60A. Those built included 89-26179 to 26217, 90-26218 to 26318, 92-26408 to 26459, 93-26460 to 26466, -26470 to 26488, -264913 to 26550, 94-26551 to 26603, 95-26604 to 26672, -26674 to 26718, 96-26664 to 26728, -26729 to 26740, 97-26741 to 26771, -26780 to 26795, 98-26796 to 26814, 00-26857 to 26866, and -26876.

Five Army Special Ops MH-60L Black Hawk were built in 1990, 93-26467 to 26469, -26489 and -26490, plus 3 conversions from UH-60L.

The 1990 UH-60P Black Hawk were export to the South Korean Army.

The UH-60Q Black Hawk were US Army Medevac, first flown on 31 January 1993.

First flown on 19 April 2001, fifty SH-60B were remanufactured, combining -60B and -60F capabilities, as USN MH-60R Seahawk, powered by two T700-GE-401C.

The MH-60S Knight Hawk USN Medevac and ship supply replaced H-46D, SH-60B/-F. The 48 built were powered by two T700-GE-401C engines.

When the US Navy’s LAMPS (Light Airborne Multi-Purpose System) programme required a helicopter with a capability superior to that of the Kaman Seasprite that won the LAMPS Mk I contract, substantial commonality with the UH-60A meant that significant economies could result from selection of the navalised S-70L, the SH-60B Seahawk. This version has chin-mounted surveillance radar, ESM (electronic support measures) equipment, a starboard-side pylon for MAD (magnetic anomaly detection) equipment, a sonobuoy launcher, automatic rotor folding, tail pylon folding and modified landing gear. The first of five YSH-60B prototypes, 161169 to 161173, flew on 12 December 1979, followed by the first production aircraft on 11 February 1983; initial deliveries were made on 24 March. Production as SH-60B in 1983 was 161553 to 161570, 162091 to 162139, 162326 to 162349, 162974 to 162991, 163038 to 163043, 163233 to 163258, 163593 to 163598, 163905 to 162910, 164174 to 164179, 164461 to 164466, 164808 to 164819, 164847 to 164858, 165095, and 165106 to 165112.

The first US Navy unit to deploy operationally was HSL-41 at North Island, San Diego, California. The SH-60B operates from frigates and destroyers, while the SH-60F derivative entered service is an SH-3H Sea King replacement.

Some SH-60B were used for tests as NSH-60B. The USN used 64 NSH-60R for special testing, powered by two T700-GE-701C.

By 1993 a total of 1,816 H-60/S-70s had been built for customers in 20 nations. Export Army H-60s include civil designation S-70A-1 to -30 and C-1 to -6. A-1 to Saudi Arabia, A-5 to Philippines, A-9 to RAAF, A-11 to Jordan, A-12 to Japan, A-14 to Brunei, A-16 to Westland, A-17 to Turkey, A-18 to Korea, A-21 to Egypt [88-26121 to 26122], A-22 to Korea, A-24 to Mexico, A-25 to -26 to Morocco, 27 to Hong Kong, A-28 to Turkey, A-29 to Brunei, A-30 to Argentina, C-1 to ROCAF, C-2 to PRC, C-5 to Brunei, and C-6 to Colombia.

Naval development of Sikorsky UTTAS (UH-60A Black Hawk) utility helicopter; won US Navy LAMPS Mk III competition for shipboard helicopter in 1977. First flight of first of five YSH-60B prototypes (161169) 12 December 1979; first 18 SH-60B authorised FY82. Changed USN planning in 1993 resulted in premature end to SH-60E/F production; original intent was to remanufacture SH-60B/P and HH-60H as SH-60R (redesignated MH-60R in mid-2001), but acquisition strategy changed in 2001 and most MH-60R will be new-build helicopters.

The SH-60F and YSH-60F Ocean Hawk of 1987 were carrier-based, inner-zone, anti-sub warfare helicopter with dipping sonar and datalink. First flown on 19 March 1987, they included 163282/163288, 164069/164104, 164423/164440, 164443/164460, 164609/164620, 164796 to 164804, 165113 to 165119, and 165268 to 165270. They were scheduled for conversion to HH-60H in 2002 (prototype 165154). One aircraft was used as YSH-60F to test a vectored-thrust ducted propeller.

Two SH-60B (162976 and 162977) selected as prototype MH-60Rs; conversion undertaken by Lockheed Martin Systems Integration at Owego, New York, where first (then designated SH-60R) was rolled out on 5 August 1999. First flight scheduled for October 1999, following electronic systems functional test and checkout on the gruund, but delayed until 11 December; first prototype half analogue/half ‘glass cockpit’ for initial testing, with full ‘glass cockpit’ installed after about three months. After initial trials at Owego, first prototype delivered to Patuxent River. Maryland, in early May 2000 for start of two-year Navy/contractor developmental test programme.

The S-70B was derived from the USN SH-60B in anti-sub and anti-surface roles, as well as Medevac, SAR, and utility duties.

The S-70B were delivered to USCG as HH-60J, to USN as HH-60H, SH-60B, SH-60F/-60FST. Exports to Japan, Hellenic, Thailand, ROCN and RAN.

SH-60 were exported to Australia, Greece, Japan, and Spain.

The SH-60R Seahawk first flew on 22 December 1999 with the potential of up to 273 USN conversion of SH-60B and -60F.

Initial test aircraft (166402), remanufactured by Sikorsky, first flew 19 July 2001 and formally accepted by Navy (still in manufacturer’s hands) later in same month. Subsequently to Patuxent River, Maryland, on 10 August 2001 for installation of flight test instrumentation and then to Lockheed Martin at Owego for fitting of new mission systems. First flight with ‘total weapon system’ made on 4 April 2002.

All four test aircraft (166402 to ‘405) had been delivered to the Navy by the beginning of February 2002, with first of five LRIP1 MH-6OR (166406 to ‘410) flying on 9 July and being delivered to US Navy by end of that month. Further two LRIP1 machines were delivered in third quarter of 2002 and then allocated to Lockheed Martin at Owego for fitment of mission systems. Final hurdle before start of full-rate production is US Navy OpEval (operational evaluation), which began with VX-1 Squadron at Patuxent River in latter half of 2003.

The SH-60B Seahawk designed to provide all-weather detection, classification, localisation and interdiction of surface ships and submarines, either controlled through datalink from parent ship or operated independently; secondary missions include SAR, vertical replenishment, medevac, fleet support and communications relay.

Revised features, compared with UH-60A, include more powerful navalised GE T700-GE-401 engines, additional fuel, sensor operator’s station, port-side internal launchers for 25 sonobuoys, pylon on starboard side of tailboom for MAD bird, lateral pylons for two torpedoes or external tanks, chin-mounted ESM pods, sliding cabin door, rescue hoist, electrically actuated blade folding, rotor brake, folding tail, short-wheel base tailwheel landing gear with twin tailwheels stressed for lower crash impact, DAF Indal RAST recovery assist, secure and traversing for haul-down landings on small decks and moving into hangar, hovering in-flight refuelling system, and emergency flotation system; pilots’ seats not armoured. SH-60B gives 57 minutes’ more listening time on station and 45 minutes’ more ship surveillance and targeting time than SH-2F Seasprite LAMPS Mk I.

Initial testing of new Fairey Hydraulics Decklock landing system for S-70B was completed in mid-1995; ensuing one year development programme was expected to lead to manufacture 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 landing platform; jaws then automatically secure helicopter to deck-installed grid on landing, permitting operation without assistance of deck crew during storm-force weather conditions.

For operation in Gulf during mid-1980s Iran-Iraq war, 25 SH-60B fitted with upper and lower Sanders AN/ALQ-144 IR jammers, BAR Systems AN/ALE-39 chaff/flare dispensers, Honeywell AN/AAR-47 electro-optical missile warning, and a single 7.62mm machine gun in door, for a weight penalty of 169kg; seven Seahawks fitted with Raytheon AN/AAS-38 FLIR on root weapon pylon with instantaneous relay to parent ship.

First Block I SH-60B update, introduced in production Lot 9, delivered from October 1991, includes provision for NFT AGM-119 Penguin anti-ship missile, Mk 50 advanced lightweight torpedo, Flightline AN/ARR-84 99-channel sonobuoy receiver (replacing ARR-75), Rockwell Collins AN/ARC-182 V/UHF FM radio and Rockwell Collins Class ÇÀ 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.

The structure is basically as for UH-60 plus marine corrosion protection; single cabin door, starboard side, narrower than on UH-60, but with twin tailwheel positioned further forward to facilitate operation from landing platforms on warships.

Power is from two 1,260kW intermediate rating General Electric T700-GE-401 turboshafts in early aircraft; 1,342kW T700-GE-401Ñ turboshafts introduced in 1988 and on HH-60H/J. Transmission rating 2,535kW. Internal fuel capacity 2,233 litres. Hovering in-fight refuelling capability. Two 455 litre auxiliary fuel tanks on fuselage pylons optional (three on HH-60J). Hover IR suppressor subsystem (HIRSS) exhaust cowling fitted to HH-60H.

Pilot and airborne tactical officer/back-up pilot in cockpit, sensor operator in specially equipped station in cabin. Dual controls standard. Sliding door with jettisonable window on starboard side. Accommodation heated, ventilated and air conditioned.

External cargo hook (capacity 2,722kg) and rescue hoist (272kg) standard.

Taiwan operates the S-70C(M)-1, equipped with new radar and torpedoes, from ‘Kwang Hua I’-class frigates.

On February 3, 1987, the USAF received the first of ten UH-60A Credible Hawk rescue heli¬copters.

Export versions of the Black Hawk were avail¬able under the designation S-70A. Australia signed a follow-on contract for 25 S-70A-9s in May 1987, taking total procurement to 39, most of which will be assembled in Australia by Hawker de Havilland. A commercial utility model, the S-70C, is not subject to US Foreign Military Sales regulations, and has been sold to China for operation in Tibet. In the UK Rolls-Royce is testing an S-70C fitted with RTM.322 engines.

Derived from the UH-60A Black Hawk airframe, the Seahawk first flew on December 12, 1979, and has twin uprated navalised T700-GE-701 turboshafts, a relocated tail-wheel, a deck recovery system, and hovering in-flight refuelling capability. The first pro¬duction SH-60B flew in February 1983. The US Navy’s new CV-Inner Zone ASW helicopter, the SH-60F Seahawk, made its initial flight on March 19, 1987. Based on the SH-60B Seahawk but with Lamps Mk.III mission related equipment removed, the SH-60F will use a Bendix AQS-13F dipping sonar and Mk.50 torpedoes in conjunction with a Teledyne ASN-l23 tactical navigation computer, a MIL 1553B databus, and a tactical datalink to other aircraft. Airframe modifications include the removal of redundant sensor fairings, an extended pylon on the port side for additional weapons/auxiliary fuel tank, and a rearranged cabin interior. Provision is also made for future systems such as GPS, Flir, ASMs and a sonobuoy datalink.

By May 1987, 85 SH-60B Lamps Mk.III heli¬copters had been delivered to the US Navy, and they are in service with six operational squad¬rons. Initial deliveries were made in 1983, and all SH-60Bs have been ready on time and below cost, while mission availability rates of 97 per cent are being regularly achieved. The SH-60B mission system is installed by IBM, which is the prime contractor for Lamps Mk.III avionics integra¬tion. The system consists of an APS-l24 search radar, a sonobuoy acoustic processor, towed ASQ-8l(V)2 MAD, ESM, and an ARQ-44 datalink. Armament includes Mk.46 torpedoes, ASMs, and depth bombs. Secondary roles are over-the-horizon targeting for ship-launched missiles, SAR, and stores transfer using an external cargo hook. An SH-60B is under test in the USA powered by Rolls-Royce-Turbomeca RTM.322 engines.

Two specialised rescue versions of the Seahawk, the HH-60H combat SAR/special warfare support (HCS) aircraft and HH-60J medium-range recovery (MRR) helicopter, are being developed for the USN and US Coast Guard respectively. The combined total required stands at 53 aircraft, and initial contracts have been placed for nine Hs and five Js. The first deliveries of HH-60H Rescue Hawks will begin in 1989, followed by Coast Guard HH-60Js in 1990.

Export models of the Seahawk are known by the designation S-70B, although some were delivered to Japan for the installation and test of Japanese equipment as XSH-60Js. The JMSDF may ultimately procure the SH-60J (licence built with UH-60Js by Mitsubishi) in quantity to replace Sea Kings from the mid ¬1990s. Australia has selected the Seahawk, and most of the 16 on order will be assembled in Australia by Hawker de Havilland. The Australian version, the S-70B-2, will be equipped with MEL Super Searcher radar and Collins integrated avionics, while six S-70Bs to be delivered to Spain in 1988 will use systems similar to those of the SH-60B.

The S-70L for the US Navy has the same rotors, transmission and control system as the UH-60A. The four-blade rotor is of composite construction, including a titanium spar, Nomex honeycomb filling and glassfibre skin. The tail rotor is of graphite composite construction. Compared with the UH-60A, the Navy helicopter has significantly more fuel capacity, to provide an endurance of more than 3 hrs compared with the 23 hrs of the Army version. The requirement is for the ASW and ASST (anti-ship surveillance and targeting) missions to include a substantial loiter time at a distance of 80 mls (129 km) from the launching ship, this being a key factor in the Navy opting for a helicopter as large as the UTTAS types after earlier looking at much smaller projects. Secondary missions for the LAMPS Mk III helicopter include search and rescue, medical evacuation and vertical replenishment.

The first YCH-60H, 95-26673, flew in 1997, a hybrid of the UH-60L Black Hawk and SH-60B Sea Hawk. Known as CH-60S Naval Hawk and Knight Hawk, a USN multi-mission shipboard helicopter featuring folding rotor and tail unit.

The 1987 VH-60A White Hawk was a USMC executive transport version for the White House. First flown on 6 October 1987, nine were built; 163259 to 163267. The VH-60D was also an executive transport.

The US Marine Corp operate nine VH-60N Whitehawks as VIP presidential transport, based on HH-60D. Nine were built.

The Sikorsky S-70 Battlehawk helicopter, with a turreted 20-mm. cannon, offers battlefield versatility with a 9,000-1b cargo hook, it can carry munitions for several aircraft, essentially bringing along its own rearming facility. The Battlehawk also can perform other missions, such as search and rescue.

The UH-60L Firehawk is Sikorsky’s state-of-the art aerial firefighter. The helicopter can deliver 15 firefighters to a fire or drop thousands of gallons of water on a blaze.

The UH-60M Black Hawk made its first flight in 2003, and was designed to replace the UH-60L as the standard configuration for all new US Army Black Hawk units.

Westland licence built the UH-60L as the Westland WS.70 Black Hawk.

Mitsibishi constructed the Sikorsky S-70B-3 helicopters for the JMSDF as SH-60JS (the first flew in 1991) plus UH-60Js for SAR with the JMSDF and JASDF and UH-60JAS for the JGSDF.

Exports comprise:

S-70B-1: Spanish Navy received six from December 1988 (designated HS.23) for operation from 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 to order additional six granted in December 1998, with order placed in third quarter 2000; five of them delivered to Rota, in October 2002, with final aircraft retained at Owego, New York, tor additional trials. Deal for new helicopters also included funds to upgrade original six to same standard, including armament kits and compatibility with AGM-114 Hellfire and AGM-119 Penguin ASMs. First two upgraded helicopters were scheduled to be redelivered to Spanish Navy by October 2003.

S-70B-2: Royal Australian Navy (RAN) selected Seahawk for role adaptable weapon system (RAWS) full-spectrum ASW helicopter with autonomous operating capability; order for eight confirmed 9 October 1984; eight more ordered May 1996. S-70B-2 has substantially different avionics from USN version: Racal Super Searcher radar (capable of tracking 32 surface targets) and Rockwell Collins advanced integrated avionics including cockpit controls and displays, navigation receivers, communications radios, airborne target handoff datalink and tactical data system (TDS), Upgrade of Australian Seahawks, known as Project Sea 1405, includes installation of Raytheon AN/AAQ-27 FLIR and an electronic warfare support measures package based on Elisra’s AES-210 system; also installation of Smiths NVG-corapatible aircraft standby attitude indicators and Northrop Graimuan AN/AAR-54(V) passive MAWS. All 16 Seahawks upgraded by third quarter of 2003; first helicopter handed over to Tenix Defence Systems in first quarter 2000. Mid-life upgrade (MLU) expected to follow in due course, with project definition study to begin in 2003-04; MLU is likely to involve provision of dipping sonar and integration of ASM, with Penguin Mk2 anti-ship missile a strong possibility as this already purchased for use by RAN Seasprite helicopters.

S-70B-6: Hybrid SH-60B/F for Greece, unofficially known as Aegean Hawk; selected December 1991 and initial quantity of five ordered 17 August 1992 for MEKO 200 frigates. Option for three more subsequently converted to firm order and contract for further two (later increased to three) signed on 12 June 2000. Armament includes NFT Penguin Mk2 ASMs; avionics include AN/AQS-18(V)-3 dipping sonar, AN/APS-143(V3) radar and AN/ ALR-6G(V)-2 ESM; towed MAD and sonobuoy launcher omitted. First two delivered fourth quarter of 1994, with three more in 1995, one in 1997 and two in 1998. Original eight aircraft being modified to operate with AN/ AAQ-22Q Star SAFIRE FLIR sensor; three undelivered examples will have Raytheon AN/AAS-44 FLIR/laser rangefinder.

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

S-70B-28: Initial batch of four ordered by Turkish Navy on 14 February 1997, with option on another four subsequently converted to firm order; the first example made its maiden flight on 18 January 2001 and all eight were delivered in 2002 for service aboard frigates in ASW and surveillance roles. They are first export Seahawks with a Rockwell Collins ‘glass cockpit’ and also have L-3 Communications Ocean Systems HELRAS long-range active dipping sonar and Telephonics AN/APS-143(V) radar installed. Original order includes supply of AGM-114 Hellfire II ASM. Turkey has ultimate requirement for up to 28 S-70B, of which further eight ordered in 2002.

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

CUSTOMERS: Total US Navy requirement originally 260 SH-60B; 186 on order, including five prototypes, when procurement prematurely terminated in FY94. First flight production Seahawk 11 February 1983; last SH-60B delivered to US Navy on 25 September 1996; first squadron was HSL-41 at NAS North Island, San Diego, California; operational deployment began 1984; 10 US Navy squadrons operating by March 1991 (HSL-41, 43, 45, 47 and 49 at NAS North Island; 40,42,44,46 and 48 at NAS Mayport, Florida); subsequently HSL-51 formed at Atsugi, Japan, 1 October 1991, and HSL-37 at NAS Barbers Point, Hawaii, began converting from SH-2F on 6 February 1992; most recent unit to equip is HSL-60 of the Reserve Force, also at Mayport. SH-6OB deployed in ‘Oliver Hazard Perry’ (FFG-7) class frigates, ‘Spruance’ class and Aegis equipped destroyers and ‘Ticonderoga’ class guided missile cruisers. US Navy originally required 150 SH-60F; total 82 completed, comprising seven pre-series plus 18 each in FY88, 89 and 91, 12 in FY92 and nine in FY93; procurement then prematurely halted; two used for operational evaluation; in West Coast service with HS-2, 4, 6, 8, 10 and 14 squadrons at NAS North Island, California; HS-3 at Jacksonville, Florida, equipped from 27 August 1991 as first East Coast squadron, followed by HS-1, 5, 7, 11 and 15, of which training squadron HS-1 since disestablished, leaving HS-10 of Pacific Fleet to conduct all US Navy SH-60F instruction. Reserve Force unit HS-75 at Jacksonville now also has SH-60F.

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

The Army also acquired examples of two electronic warfare (EW) Blackhawk variants, designated EH-60A and EH-60B. Development of the former began in October 1980 when Sikorsky was awarded an Army contract to modify one UH-60A (probably 79-23301) for evaluation under the Quick Fix II EW programme. The modifications included preparation of the airframe for later installation of the AN/ALQ-151 multi-role tactical EW system, the addition of four dipole antennae mounted in pairs on either side of the tailboom, and the installation of a deployable whip antenna beneath the aft section of the main cabin. The EH-60A was also equipped with the AN/ALQ-144 infrared countermeasures set and flare/chaff dispensers in addition to the standard AN/APR-39(V)1 radar warning receiver. The YEH-60A EW Blackhawk flew for the first time in September 1981, and in October 1984 the Tracor Aerospace Group won an Army contract for the conversion of forty UH-60A to EH-60A standard. Flight testing of a planned 132 production -A model EW Blackhawks began in April 1986, though budget restraints ultimately led the Army to acquire only 66 production machines. The last of these was delivered in September 1989, and soon afterwards the type’s designation was changed from EH-60A to EH-60C.

The A Model is the Quick Fix and the L Model is the Quick Fix II. It was designed to work with the “prophet” intel system.

While the EH-60C is intended to locate, classify and disrupt enemy signals traffic, the EH-60B was developed specifically to carry the Stand-Off Target Acquisition System (SOTAS) radar. The EH-60B was characterized by the long box-shaped SOTAS scanner mounted below the main cabin, and was equipped with backward-retracting main landing gear legs to allow the SOTAS antenna to rotate a full 360 degrees in flight. The sole EH-60B prototype made its maiden flight in February 1981, but the SOTAS development programme was cancelled the following September and the aircraft was subsequently converted to EH-60A/C standard.

The Army EH-60H 86-24561 to 24574 were converted EH-60A.

The EH-60L Black Hawk were conversions from EH-60A.

Variation:
Piasecki X-49A

Gallery

Variants:

YUH-60A
Three prototypes entered for UTTAS competition with a further three built after Sikorsky had won; extensively modified during test flights resulting in new tail shape, upper fuselage fairing, cabin windows, and rotor shaft

UH-60A
Initial production version of Black Hawk assault transport for US Army; manually folding tail boom for C-130 transport; steadily improved over the years through the addition of a rescue hoist, ESSS provision from the 431st production aircraft (retrofitted), M60D machine-guns replaced by M134 Miniguns, infra-red suppresses fitted to exhausts, wire strike protection above cockpit, accident data recorder, Tracor AN/ARN-148 Omega navigation system, satellite communications transceiver and GPS also added; in use with US Customs service as UH-60A ‘Pot Hawk’ for anti-drug surveillance; delivered to Bahrain Amiri Air Arm, Fuerza Aerea Colombiana, Philippine air force and Royal Saudi land forces; ‘Credible Hawk’ UH-60As delivered to USAF in mid-1980s as initial combat rescue version to replace HH-3s with ARRS; detail differences from Army Black Hawks include much of the equipment later added to Army UH-60As; 11 ‘Credible Hawks’ ordered initially, and subsequent procurement and upgrade programme repeatedly cut back

GUH-60A
Non-flyable instructional airframes

JUH-60A
Aircraft temporarily detached for test purposes

EH-60A
As part of the US Army’s Special Electronics Mission Aircraft programme, TRW equipped a single
YEH-60A with Quick Fix IIB emitter location gear and associated antennas; funding allocated for 40 aircraft, later designated EH-60C

HH-60A
Single development aircraft for USAF HH-60D

MH-60A
30 UH-60As modified for special operations use pending the delivery of the dedicated MH-60A; nicknamed ‘Velcro Hawk’ due to the haphazard addition of equipment; now withdrawn from all active-duty units, bar the Oklahoma Air National Guard, and replaced by MH-60L

VH-60A
Initial designation for nine USMC VIP aircraft, later allocated VH-60N designation

S-70A
Bulk of export Black Hawks delivered using civilian designation with numerical suffix allocated to each customer; deliveries made to Saudi Arabia, Philippines, Thailand, Australia, Jordan, Japan, Brunei, Turkey, Korea, Egypt, Mexico, Hong Kong, Morocco, and Rolls-Royce/Westland in the UK; Royal Saudi land forces received 21 S-70A-1 Desert Hawks and a further eight S-70A-L1 Medevac versions, all optimised for desert operations; 39 S-70A-9s were delivered to the Royal Australian Air Force, with a further 38 assembled by Hawker de Havilland in Bankstown, NSW

UH-60B
Sikorsky designation for an improved Army transport version of the Black Hawk with a CRT cockpit, improved engines and other new features; most of these elements were included in the UH-60L

YEH-60B
UH-60A modified for a proposed Stand-Off Target Acquisition System with an underslung rotating sensor in a canoe faring; first flown on 6 February 1981, but proposed acquisition of 78 aircraft abandoned to provide funding for J-STARS

YSH-60B
Five Seahawk prototypes for US Navy to fulfill LAMPS Mk III requirement

SH-60B
Production ASW Seahawk for US Navy; fitted with RAST probe, 25-tube sonobuoy launcher, towed MAD bird on stub wing to port, AN/APS-142 radar, ALQ-142 ESM system under nose, single-piece pilot’s windscreen, folding tailboom; primary armament two Mk 46 torpedoes; aircraft subject to phased upgrade programme involving addition of new weapons capability and avionics

NSH-60B Sea Hawk
Designation applied to two SH-60B (162337 and 162974) assigned to permanent test duties at Patuxent River, Maryland.

SH-60B/F Sea Hawk
Close derivative of SH-60F, with Ò700-GE-401Ñ engines and HIRSS as SH-60B/F; equipment includes two cabin-mounted M60D 7.62mm machine guns;. Armament development authorised October 1991 for installation of Hellfire ASM, 70mm rockets and forward-firing guns. Some HH-60H now fitted with nose-mounted Raytheon AN/AAS-44(V) FLIR/laser designator system for use with Hellfire missile.

S-70B-6
ASW version for Greece, to be delivered commencing in 1995

EH-60C
Production Quick Fix II-equipped aircraft designed to locate and jam enemy radio transmissions; fitted with antenna array on tailboom and folding whip aerial under fuselage; plans to acquire 130 EH-60Cs later cut to 66

S-70C
Designation allocated to civilian versions of Black Hawk; applied to VIP-configured Brunei aircraft and also to Black Hawks and Seahawks for Republic of China, to circumvent restrictions on ‘military’ exports

S-70C(M)-1
Thunder-hawk, essentially SH-60F standard aircraft delivered to Republic of China navy from 1993 onwards

HH-60D
‘Night Hawk’ combat rescue version for USAF, fitted with NVG-compatible cockpit, refuelling probe, ESSS provision, IR jammer, HIRSS exhaust suppressor, rotor de-icing, colour weather radar; subsequently fell victim to procurement cuts and only one development aircraft completed, later used in HH-60A development

CH-60E
Proposed Marine Corps troop-carrying version, not proceeded with as Corps squad size too great for cabin

HH-60E
Proposed reduced specification HH-60D for USAF; not proceeded with in favour of HH-60A

YSH-60F
Designation applied to second production SH-60F (163283) which serves as ‘prototype’ on test duties at Patuxent River, Maryland. To be fitted with vectored thrust ducted propeller (‘ring tail’) by Piasecki Aircraft Corporation for trials project at Patuxent River during 2003-04 as part of advanced technology demonstration programme.

SH-60F
Dubbed ‘Ocean Hawk’, the SH-60F provides inner ASW screening for US carrier battle groups; less heavily equipped than SH-60B

SH-60F Sea Hawk
CV Inner Zone ASW helicopter, known as CV-Helo, for close-in ASW protection of aircraft carrier groups; US$50.9 million initial US Navy contract for full-scale development and production options placed 6 March 1985; replacing SH-3H Sea King; Seahawk prototype modified as SH-60F test aircraft; first flight 19 March 1987; initial fleet deployment by HS-2 aboard USS Nimitz in 1991. Currently assigned to 10 deployable squadrons (HS-2 to HS-8, HS-11, HS-14 and HS-15) plus one training unit (HS-10) and one Reserve Force squadron (HS-75). Production terminated with delivery of 82nd example 1 December 1994.

HH-60G
Initially designated MH-60G, HH-60G aircraft at first not fitted with full MH-60G special operations equipment but optimised for SAR instead; subject to upgrade when funds allow

MH-60G
‘Pave Hawk’ full-specification combat rescue/special operations aircraft for USAF, converted from existing aircraft; fitted with Bendix colour weather radar, Doppler navigation, GPS, INS, moving map display, new HF, VHF and satellite comms, IR jammer, threat-warning system, chaff/flare dispensers, FLIR, refuelling probe, IR strobes, ESSS, HUD, digital databus and additional guns; first MH-60Gs delivered to 55th SOS in December 1987 and all aircraft subject to a rolling modification programme to reach full capability

HH-60H Sea Hawk
US Navy procurement of 42 completed in 1996; used for strike-rescue/special warfare support (HCS); designated HH-60H in September 1986; first flight (163783) 17 Augusi 1988; accepted by USN 30 March 1989; in service with HCS-4 at Norfolk, Virginia, January 1990; initial procurement ended with 18th delivery July 1991, completing HCS-5 at Point Mugu, California; both squadrons are part of Navy Reserve. Regular SH-60F squadrons later added pairs of HH-60H for deployed duty when embarked aboard aircraft carriers; missions are to recover four-man crew at 463km from launch point or fly 371km and drop eight SEALs from 915m.

HH-60J Jayhawk
Ordered in parallel with ÍH-60Í; 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 (6002 at Elizabeth City CGAS) 16 June 1990; subsequently to Mobile, Traverse City, San Diego, Astoria, San Francisco, Cape Cod, Sitka, Kodiak and Clearwater CGAS. When carrying three 455 litre external tanks, HH-60J can fly out 556km and return with six survivors in addition to four-man crew, or loiter for 1 hour 30 minutes when investigating possible smugglers; other duties include law enforcement, drug interdiction, logistics, aids to navigation, environmental protection and military readiness; compatible with decks of ‘Hamilton’ and ‘Bear’ class USCG cutters. Equipment includes Honeywell RDR-1300C search/weather radar, AN/ARN-147 VOR/ILS, KDF 806 direction-finder, GPS, Tacan, VHF/UHF-DF, TacNav, dual U/UHF-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-3 for installation of Japanese avionics and mission equipment; first flights 31 August and early October 1987; 1,007 hour test programme by Japan Defence Agency-Technical Research and Development Institute between 1 June 1989 and 7 April 1991 to evaluate largely Japanese avionics for SH-60J, but AN/APS-124 radar.

UH-60J / SH-60J
Replaced KV-107s in Japan Air Self-Defence Force service and S-61As of the Japan Maritime Self-Defence Force; essentially a Sikorsky S-70A-12 (UH-60L), they differ from US aircraft in being optimised for rescue missions; equipped with rescue winch to starboard, external fuel tanks, Japanese avionics and weather radar, turret-mounted FLIR; first aircraft built by Sikorsky, two more assembled by Mitsubishi which will build the remaining 26 on order entirely in Japan; operational from March 1992

SH-60K
Improved version of Seahawk for JMSDF; prototype rolled out 8 August 2001 and made first hover flight on 9 September 2001. Production was expected to begin in FY01 but had been delayed; JMSDF reportedly seeking initial batch of 50, with second batch of 50 to follow, as well as upgrade project involving SH-60J version.

MH-60K
Army special operations version similar to Air Force MH-60G but equipped to a higher standard from the outset; fitted with Texas Instruments FLIR, night vision imaging system, moving map display, OBOGS, T700-GE-701C engines, main rotor brake, and a comprehensive self-defence suite including missile plume detector, radar warning receiver, chaff and flare dispenser, IR jammer, radio jammer and laser warning receiver; prototype flew on 10 August 1990 and the first of 22 currently funded aircraft was delivered in spring 1992; 38 further MH-60Ks are required for Army and ANG units

UH-60L
Improvements to UH-60As saw the basic weight of the aircraft increased by 25%; to remedy this situation Sikorsky developed the T700-210C-powered UH-60L which became the standard production transport version for the US Army from October 1989; 190 aircraft ordered, with modifications being retrofitted to UH-60As
MH-60L: UH-60Ls temporarily modified for special operations duties with US Army; replaced stop-gap MH-60As, and referred to as ‘Velcro Hawks’; transferred to Reserve units after their replacement by MH-60Ks
VH-60N: ‘Presidential Hawk’ VIP transports delivered to HMX-1 at MCAS Quantico, originally as VH-60A; fitted with weather radar, extra sound-proofing and VIP cabin, shrouded exhausts, and extensive avionics and communications improvements

UH-60P
100 UH-60Ls ordered by the Republic of Korea Army, with improved gearbox and main rotor brake; first Sikorsky-built aircraft handed over on 10 December 1990; the next 19 assembled from CKDs, with a further 80 to be built by Korean Air

MH-60R Strikehawk
Originally designated SH-60R and also known as LAMPS Block II; combines SH-60B capabilities with dipping sonar of SH-60F; original plan was for rebuild of existing fleet; first two conversions to be funded in FY98; 15 in FY99 and more thereafter; however, concerns over cost led to one year delay in launch of remanufacture programme, which began in FY00 with batch of four helicopters for test duties (ordered 25 April 2000) and was followed by five low-rate initial production (LRIP1) helicopters in FY01, also converted from existing airframes. MH-60R systems orientated towards littoral warfare operations, with ability to process and prosecute large number of air and sea contacts in a comparatively confined space.

UH-60Q
‘Dustoff Hawk’, Medevac version utilising UH-60L airframe, with purpose-designed medical interior

WS-70
S-70/UH-60 built under licence by Westland Helicopters in UK; offered in anticipation of RAF requirement to replace Wessex and Puma transport helicopters

Specifications:

YUH-60A Black Hawk / UH-60A Black Hawk
Engine: 2 x GE T700-700, 1560hp
Instant pwr: 1164 kW
Rotor dia: 16.4 m / 53’8″
Fuselage length: 15.3 m / 41’4″
Overall length: 64’10”
No. Blades: 4
Empty wt: 4820 kg
MTOW: 9977 kg
Payload: 10,716 kg
Max speed: 156 kt
VROC: 137 m/min
HIGE: 2895 m
HOGE: 1705 m
Service ceiling: 18,500 ft
Fuel cap (+aux): 1360 lt (5150 lt)
Range: 600 km
Crew: 23
Pax: 12/14

CH-60S Naval Hawk / Knight Hawk
Engines: 2 x T700-GE-401C
Rotor diameter: 53’8″
Width: 14’4″
Length: 50’8″
Seats: 17

EH-60A
Main rotor diameter: 16.38m
Fuselage length: 15.26m
Height: 5.13m
Max take-off weight: 9980kg
Cruising speed: 237km/h
Hovering ceiling, OGE: 3170m
Range: 600km
Crew: 4-5

UH-60A
Engine: 2 x General Electric T700-401 turboshaft, 1285kW at take-off
Main rotor diameter: 16.36m
Fuselage length with a fuel probe: 17.38m
Height: 5.13m
Max take-off weight: 9980kg
Empty weight: 5735kg
Max speed: 268km/h
Cruising speed: 237km/h
Hovering ceiling, OGE: 3170m
Service ceiling: 5790m
Range: 600km
Range with max fuel: 2220km

S-70A-9
Engines Two General Electric T700-701A
Crew 2 pilots, 2 aircrew
Radius of Action 120 nautical miles on internal fuel.
Hardpoints 4
Cruise Speed 120 knots
Seating 10
Internal load cap. 1800kg
External load cap. 2700kg
Max speed 269 km/h.
Single engine cruise 117km/h.

SH-60B Seahawk
Engine: 2 x GE T700-401C turboshafts, 1,690 shp (1261 kW)
Instant pwr: 1414 kW
Rotor dia: 16,36 m (53 ft 8 in)
Main rotor disc area 210,05 sq.m (2,261 sq ft)
Fuselage length 15. 26 m (50 ft 0.75 in)
Fuselage length (folded): 12.5 m
Height 3.63 m (11 ft 11 in)
No. Blades: 4
Empty wt: 6300 kg (13,889 lb)
MTOW: 9926 kg (21,884 lb)
Max dash speed: 234 kph (145 mph)
ROC: 213 m/min
Fuel cap: 1370 lt
Crew: 3
Armament: normally two Mk 46 anti¬submarine torpedoes

S-70B-2 Seahawk
Engines Two GE T-700 Turboshaft
Length 19.8 m / 64.961 ft
Height 5.2 m / 17.06 ft
Width 16.4 m / 53.806 ft
Weight 9947 kg / 21,930 lb
Speed 330 kph
Range 1295 km / 804.676 mi
Crew 3 (Pilot, Tactical Coordinator, Sensor Operator)
Armament Two Mk46 Torpedo, One 7.62 machine gun

EH-60C Black Hawk
Engines: two l,560-shp (1,163-kW) General Electric T700-GE-700 turboshafts
Maximum speed 184 mph (296 km/h) at sea level
Initial climb rate 450+ ft (137+ m) per minute
Service ceiling 19,000 ft (5,790 m)
Range 375 miles (603 km)
Empty weight 12,400 lb (5,625 kg)
Maximum take-off weight 16,260 lb (7,375 kg)
Main rotor diameter 53 ft 8 in (16.36 m)
Length overall, rotors tuming 64 ft 10 in (19.76 m)
Height 16 ft 10 in (5.13 m)
Main rotor disc area 2,264.04 sq ft (210.14 sq.m)
Armament: none

SH-60F Seahawk
Engine: 2 x GE T700-401C
Instant pwr: 1417 kW
MTOW: 9990 kg
Max speed: 132 kt
Crew: 4

HH/MH-60G Pave Hawk
Engine: 2 x GE T700-701C
Instant pwr: 1342 kW
MTOW: 7708 kg
Payload: 5520 kg
Max speed: 160 kt
Max range: 932 km
HOGE: 4300 ft
Service ceiling: 19,000 ft
Crew: 2
Pax: 14

HH-60H Rescue Hawk
Engines: two T700-GE-401C turboshafts, 1800hp
Length: 50’0″

HH-60H Ocean Hawk
Engine: 2 x GE T700-401C
Instant pwr: 1417 kW
MTOW: 9990 kg
Payload: 1860 kg
Max speed: 147 kt
Max range: 462 km
Crew: 4
Pax: 8

HH-60J Jayhawk
Engine: 2 x GE T700-401C
Instant pwr: 1417 kW
MTOW: 9990 kg
Payload: 3551 kg
Max speed: 146 kt
Max range: 555 km
Crew: 4
Pax: 6

HH-60T
Engines: Two T700-GE-401C

SH-60J
Engine: GE T700-401 turboshaft

UH-60J
Engine: GE T700-401 turboshaft

MH-60K Black Hawk
Engine: 2 x GE T700-701C
Instant pwr: 1447 kW
Rotor dia: 16.4 m
MTOW: 11,111 kg
Payload: 3628 kg
Useful load: 4609 kg
Max speed: 162 kt
Max range (max internal &external fuel): 1381 km
HIGE: 9430 ft
HOGE: 4700 ft
Service ceiling: 19,000 ft
Crew: 4
Pax: 12

MH-60T Jayhawk
Engines: Two T700-GE-401C

S-70L
Power Plant: Two General Electric T700-GE-400 turboshafts each 30-min intermediate power rating of 1,400 shp at sea level, 90 deg F, and with a contingency rating of 1,630 shp
Max cruising speed, approx 172 mph (277 km/h)
Ceiling, 10,000 ft (3050 m)
Vertical rate of climb, 450 ft/min (2,28 n/sec)
Engine out rate of climb, 540 ft/min (5,08 m/sec)
Mission take-off weight (antisubmarine warfare), 19,377 lb (8 789 kg)
Mission take-off weight (anti-ship surveillance and targeting), 17,605 lb (7985 kg)
Max weight to hover out of ground effect, SL std day, 20,829 lb (9448 kg)
Main rotor diameter, 53 ft 8 in (16,36 m)
Tail rotor diameter, 11 ft 0 in (3,35 m)
Overall length, rotors turning, 64 ft 10 in (19,76 m)
Fuselage length, 50ft 0.75 in (15,26 m)
Overall height, 17 ft 2 in (5,23 m)
Undercarriage track, 8 ft 10 in (2,68 m)

UH-60L Black Hawk
Engine: 2 x GE T700-701C
Instant pwr: 1447 kW
Rotor dia: 16.4 m
MTOW: 11,111 kg
Payload: 4082 kg
Useful load: 5395 kg
Max speed: 162 kt
Max cruise: 153 kt
Max range: 2037 km
HIGE: 13,800 ft
HOGE: 11,000 ft
Service ceiling: 19,000 ft
Crew: 4
Pax: 15

UH-60M Black Hawk

WS.70L Black Hawk
Engine: 2 x GE T700-701C
Instant pwr: 1224 kW
Rotor dia: 16.36 m
MTOW: 9979 kg
Payload: 4763 kg
Max cruise: 147 kt
Max range: 611 km
HIGE: 3775 ft
HOGE: 3283 ft
Service ceiling: 19,000 ft
Crew: 3
Pax: 20

On the basis of the S-61R project for the Marines, the American company proposed the S-65A with a completely redesigned, large-capacity fuselage, capable of transporting 37 equipped troops or 24 stretchers with 4 medical attendants.

The S-65A fuselage is a scaled-up version of that used on the S-61R. The fuselage is a conventional semi-monocoque structure of aluminium, steel and titanium, a folding tail pylon, and with a horizontal stabiliser on the starboard side of the tail rotor pylon. The rotor system and transmission are generally similar the S-64A Skycrane, but the main rotor head is of titanium and steel, and has folding blades. The flat-bottomed body is watertight and has similar sponsons amidships in which are housed fuel tanks and the main undercarriage members when retracted. The fully castoring nosewheel is also fully retractable. The retractable tricycle type landing gear, has twin wheels on each unit. Main units retract into rear of sponsons on each side of fuselage. Mainwheels and nosewheels have tyres size 25.65 x 8.50-10, pressure 6.55 bars. Basic empty weight is reduced by the use of titanium in the rotor head. The S-65A carries a crew of 3 and can airlift 38 troops and their equipment, 24 casualty litters and 4 medical attendants, or some 3630kg of cargo within the fuselage. The interior of the CH-53 is fitted with rollers for easy movement of cargo. A let-down rear ramp provides access for such military loads as 2 jeeps, a Hawk missiles, or a 105mm howitzer and its carriage. A slung load of some 5900kg can be lifted on an under-fuselage hook.

Power is normally two 2,850 shp / 2,125kW General Electric T64-GE-6 turboshaft engines, mounted in pod on each side of main rotor pylon. The CH-53A can also utilise, without airframe modification, the T64-GE-1 engine of 2,297kW or the later T64-GE-16 (mod) engine of 2,561.5kW. Two self-sealing bladder fuel tanks, each with capacity of 1,192 litres, housed in forward part of sponsons. Total fuel capacity 2,384 litres.

With a crew of three, the main cabin accommodates 37 combat-equipped troops on inward-facing seats. Provision for carrying 24 stretchers and four attendants. Roller-skid track combination in floor for handling heavy freight. Door on starboard side of cabin at front. Rear-loading ramp.

The first flying on 14 October 1964, the YCH-53A Sea Stallion demonstrated ruggedness of design by flying with three of six main rotor blades removed, and also performed a barrel-roll. Two YCH-53A were built, 151613 and 151614. One commercial demonstrator was later sold to NASA.

Sikorsky S-65 Article

The US Navy, which is responsible for acquisitions for the Marines, in August 1962, announced that the S-65A had been selected as a new ship-borne heavy assault transport for the U.S. Marine Corps, with the military title CH-53A Sea Stallion.

The first Sea Stallion flew on 14 October 1965 powered by two 2125kW General Electric T64-GE6 engines, and delivery of the first 106 helicopters began in September 1966. The aircraft were assigned to Marine Squadron HMH-463 in Vietnam in January 1967. At that period, it was the largest helicopter in the Western world.

On 17 February 1968, a CH-53A with modified T64 engines took off with a gross weight of 23540kg and a 9925kg payload, establishing an unofficial record. On 23 October of the following year a Sea Stallion demonstrated surprising manoeuvrability when it performed a series of loops and rolls with Lt.-Col. Robert Guay of the Marines and Sikorsky test pilot Byron Graham at the controls, carrying a gross weight of 12250kg. During these manoeuvres, the helicopter supported from -0.2 to 2.8g.

Delivery of the first of one hundred and six production CH-53A’s began in September 1966. Since January 1967 the Sea Stallion has been serving with Marine Squadron HMH-463 in Vietnam, and by that summer some thirty Sea Stallions had been delivered. Standard powerplant is the T64-GE-6 shaft turbine, though the 3080shp T64-GE-1, 3435shp T64-GE-16 or GE T64-GE-3/-6/-12 may be fitted. One CH-53A with standard engines has been flown at a gross weight of 20865kg, of which 9072kg was payload. One hundred ad thirty-nine were built; 151686 to 151701, 152392 to 152415, 153274 to 153313, 153705 to 153739, 154863 to 154888, and 63-13693 to 13694, of which 15 transferred to USN as RH-53A and 9 to USAF, 66-30047, -30049, -30050, 67-30043 to 30046, -30048, and -30051. 152399 went to the FAA as NCH-53A and wore a civil license.

In September 1966, the USAF also ordered this big helicopter for its rescue service to assist space programmes and recover pilots from war zones. The eight HH-53B, 66-14428 to 14435, ordered for the USAF were known as “Super Jolly Green Giants” and fitted with in-flight refuelling probes, jettisonable auxiliary fuel tanks, rescue hoists and all-weather avionics. Flown for the first time on 15 March 1967. This version has 3080shp T64-GE-3 engines. It also has defensive machine gun positions fore and aft.

A batch of eleven ex-USMC, 66-14468 to 14478, went to the USAF in 1988 as TH-53A.

The HH-53B is employed by the Aerospace Rescue and Recovery Service of the U.S. Air Force, and delivery of an initial batch began in June 1967. Two of these aircraft were stationed at Cape Kennedy in connection with the Apollo manned spacecraft programme.

Parallel with the military variants, Sikorsky had under development a commercial model of the S-65A. This was currently envisaged with 3435shp T64 engines and an enlarged pressurised fuselage to seat 67 passengers.

Fifty-eight of the subsequent HH-53C variant with uprated turbines (3435shp each) were built from 1967. Used for space capsule recovery and combat SAR, they were similar to HH-53B, but with 3925hp T64-GE-7 engines and jettisonable fuel tanks.

The CH-53C Super Jolly was as the HH-53C, but in transport roles. Twenty were built, 68-10922 to 10933, and 70-1625 to 1632.

After having used the early production aircraft, the US Marine Corps also asked for more powerful engines to be installed, and the result was the CH-53D, introduced in March 1969, with 3925shp / 2927kW T64-GE-413 engines. In this version, the tail and rotor could be folded back automatically, and a high density cabin layout was available to accommodate 64 troops, equivalent to the S-65C export version. All but the first 34 had fittings to operate as minesweepers. A total of 265 CH-53As and Ds were built for the Marines; the last left the factory on 31 January 1972.

Of the early versions, all are transports (139 CH 53As and 126 of the more powerful CH 53D, all for the US Marines) except for 15 CH-53A, including 152392-152398, transferred to the US Navy as RH 53A Sea Stallion minesweeping machines with T64-GE-413 engines in 1971.

Last CH-53D (the 26th built) was delivered on 31 January 1972. All but the first 34 CH-53s were provided with hardpoints for supporting towing equipment and transferring tow loads to the airframe, so that the US Marine Corps could utilise the aircraft as airborne minesweepers, giving an assault commander the capability of clearing enemy mines from harbours and off beaches without having to wait for surface minesweepers.

Tow kits installed in the 15 CH-53Ds operated by the US Navy Squadron HM-12 included automatic flight control system interconnections to provide automatic cable yaw angle retention and aircraft attitude and heading hold. Rearview mirrors are fitted for pilot and co-pilot; tow cable tension and yaw angle indicator; automatic emergency cable release; towboom and hook system with 6,803kg load capacity when cable was locked to internal towboom. A dam to prevent cabin flooding in emergency water landing with lower ramp open; dual hydraulically powered cable winches; racks and cradles for stowage of minesweeping equipment; auxiliary fuel tanks in cabin to increase endurance.

HH-53B and HH-53C SAR variants were built for the US Air Force, the former equipped to a standard similar to that of the HH-3E and powered by 2297kW T64-GE-3 engines. It was first flown on 15 March 1967. Sponson bracing struts allowed the HH-53B to carry 2460-I drop-tanks. More powerful 3,925kW T64-GE-7 engines powered the improved HH-53C, the same powerplant being installed in the CH-53G produced for the German army. Two S-65Oe rescue helicopters were delivered to the Austrian air force in 1970.

S-65C-3 were sold to the Israel Defense Force/Air Force.

A specialised minesweeping version, the RH-53D, was first flown on 27 October 1972 with drop-tanks and in-flight refuelling probes. To complete its experiments with the RH-3A, the US Navy borrowed nine CH-53Ds from the Marines, fitted with devices for the detection, sweeping and neutralization of all types of mines. This variant was designated RH-53D, and 30 were produced for the US Navy and six for the Iranian Navy in 1978. The RH-53 has 1900 liter supplementary fuel tanks, a 270kg hoist and 11340kg cargo hook. Minesweeping equipment is towed behind the helicopter on a trapeze. Towing equipment was installed from the 34th production aircraft onwards. Once brought to the surface, mines are detonated using two door-mounted machine-guns. Though a dedicated minesweeper, the RH-53D also has a transport role. At the beginning of 1973, these helicopters were used by US Navy Task Force 78 for Operation Endsweep, to free the North Vietnamese ports of mines. Some ships used for tests were designated as NRH-53D.

Eight RH-53Ds were used to fly into Iran during Operation Eagle Claw to rescue the hostages held by Iran in 1980; seven were destroyed. RH-53Ds were deployed to the Persian Gulf for minesweeping operations in 1987, and in 1991 for Desert Storm.

Two VH-53D Sea Stallion were USMC staff transport.

The Sea Stallion also aroused some interest in other countries where there was a requirement for a helicopter for troop transport. Thus the S-65A was also ordered by Germany. Two pattern aircraft were built in the US and 110 were built under license by VFW-Fokker as the CH-53G with T64-GE-7 engines. Another eight aircraft, modified for use in hot/high conditions, were exported to Israel.

Work began in 1971 on an enlarged version with a lengthened fuselage, a new rotor system and three 3266kW T64-GE-416 engines. The US Navy contract covering two prototypes and subsequent flight test was awarded in 1973, and the S-80 / YCH-53E prototype (71-59121) flew for the first time on 1 March 1974. During tests it was hovered at 50′ at a gross weight of 71,700 lb on 10 August 1974, carrying an external load of 17.8 tons, the heaviest gross weight ever flown and heaviest payload ever lifted by a helicopter in the western world. With the three engines each of 4,380 shp (3266 kW) it was the most powerful helicopter ever built outside the Soviet Union. First flight of first production prototype was on 8 December 1975, and the second production prototype in March 1976. Fitted with in-flight refueling, two YCH-53E Super Stallion prototypes were built.

This is a much modified version with three 4380shp General Electric T64-GE-416 engines and strengthened transmission to withstand the increase in power. The fuselage is about 2m longer than that of the CH-53D and the tail pylon is canted to port. The main rotor has also been improved and has seven composite blades (its predecessor had six light alloy ones) of increased diameter. Thirty-three CH-53Es were initially ordered by the Marines and 16 by the US Navy.

The first production CH 53E flew on 13 December 1980, and the first delivery of a CH-53E took place on 16 June 1981 at Stratford, Con. This CH-53E (the sixth of the initial production lot, the preceding five serving as acceptance test procedures, avionics testing, maintenance and pilot training programs) entered service with HMH-464 Marine Aircraft Group 26. It was the first of 20 contracted.

By mid 1983 more than 40 had been delivered out of 72 ordered. Specifically designed for USN/USMC, they carried 55 troops and two 650-gallon fuel tanks on sponsons, A total of 103 CH-53 were built.

JCH-53E and NMH-53E were designations for test aircraft.

Full-scale development of Helicopter Night Vision System (HNVS) for CH-53E began June 1986, in co-operation with Northrop Electro-Mechanical Division; HNVS includes Lockheed Martin Pilot Night Vision System (PNVS) and Honeywell Integrated Helmet and Display Sighting System (IHADSS) from Bell AH-1S surrogate trainer; HNVS will allow low-level operations in night and adverse weather; HNVS ground testing began 1988; operational evaluation began August 1989. Smaller-scale capability authorised 1993, with contract to EER Systems for installation of Hughes AN/AAQ-16B FLIR, Teledyne Ryan Electronics AN/APN-217 Doppler and Rockwell Collins GPS 3A; total 24 upgrades initially authorised; subsequent contracts for 99 HNVS with work scheduled for completion in May 1999. USMC has also evaluated engine-suppression system as means of reducing IR signature, and new multiple cargo hook concept.

The CH-53E can accommodate 55 fully equipped combat troops, wheeled vehicles, and palletised cargo, and has a 16-ton heavy-lift capability. In-flight refuelling plus a folding rotor and tail boom for shipboard stowage are also provided.

The first CH-53E Super Stallion delivery to the US Marine Corps took place on 16 June 1981. Since 1982 Sikorsky has been developing the MH-53E mine countermeasures variant. It incorporates major equipment changes and has much enlarged sponsons to carry an additional 3785 litres of fuel. Six were delivered in 1986. June 1987 marked six years in service for the CH-53E Super Stallion.

In addition Sikorsky is de¬veloping the derived MH 53E as a de¬finitive MCM (mine countermeasures) helicopter, with very comprehensive minesweeping gear using all existing or planned MCM devices. Enormously enlarged side sponsons accommodate an extra 3785 litres (833 Imp gal) of fuel, for extended sweeping missions with the engines at sustained high power, The MH 53E will also be used in the vertrep (vertical replenishment of ships) role, and has been made com¬patible with the cargo hold of the Lock¬heed C 5 Galaxy in order that it can be deployed rapidly anywhere in the world. Bureau number 162497 was the first true production MH53E. The first delivery (of 35 built) of an MH-53E Sea Dragon airborne mine counter¬measures (AMCM) helicopter to a US Navy fleet squadron took place in April 1987. Based on the triple-turbine CH-53E airframe, the MH-53E has extra-large sponsons made of composite material, each holding 1,600gal of fuel allowing a 4hr minesweeping mission. To accomplish its task the Sea Dragon tows mechanical, acoustic, and magnetic hydrofoil sweeping gear through the water. A dual digital automatic flight control system allows automatic approach to, and departure from, a coupled hover, with tow cable tension and skew-angle hold functions. In-flight refueling capability aids rapid long-range deployment, while rotor-blade and tail-boom folding ensures compatibility with all US Navy AMCM ships.

Delivery effected 1994 of MH-53E retrofitted with upgraded avionics package by EER Systems, comprising two 15.2 cm (6 in) horizontal situation display colour screens, Fairchild mission data loader and Rockwell Collins GPS 3A; upgrade of entire MH-53E fleet planned but may be reduced to around 30 as result of defence budget trimming. One MH-53E to West Palm Beach, Florida, for installation of T64-GE-419 engines, late 1993. Trials during 1994 verified performance gains, including recovery and flyaway capability in event of engine failure during hover; retrofit of entire MH-53E fleet underway.

First flight of preproduction MH-53E, 1 September 1983; first delivery to US Navy 26 June 1986; in operational service with HM-14 at Norfolk, Virginia, 1 April 1987; first carrier deployment by HM-15 on board USS Tripoli, 9 December 1989.

Delivery effected 1994 of MH-53E retrofitted with upgraded avionics package by EER Systems, comprising two 15.2 cm (6 in) horizontal situation display colour screens, Fairchild mission data loader and Rockwell Collins GPS 3A; upgrade of entire MH-53E fleet planned but may be reduced to around 30 as result of defence budget trimming. One MH-53E to West Palm Beach, Florida, for installation of T64-GE-419 engines, late 1993. Trials during 1994 verified performance gains, including recovery and flyaway capability in event of engine failure during hover; retrofit of entire MH-53E fleet underway.

Export versions of the CH-53E and MH-53E were available as the S-80E and S-80M respectively.

Some CH-53C and HH-53B helicopters remained unmodified until the late 1980s, when they became MH-53Js.
MH-53H and MH-53J Pave Low IIs were involved in the US invasion of Panama. Air Force special operations HH-53Hs and MH-53Js are rebuilds of HH-53B/Cs.

The 1975 HH-53H Super Jolly was a USAF 24-hour, all-weather SAR in the PAVE LOW program. One prototype was completed and eight conversions of HH-53C in 1979.

The 1981 MH-53J PAVE LOW IIIE were for heavy-lift, all-weather, long-range, undetected penetration. They were the largest and most powerful helicopter in USAF at the time, featuring PAVE low-level terrain-avoidance radar and forward-looking infrared sensors (FLIR), along with a projected map display, enabled pilot to follow land contours and avoid obstacles.

Six Sikorsky VH-53F Super Stallion were ordered for the USAF but with US Navy bureau numbers (159123 / 159128) for VIP transport by the 89th Military Airlift Wing. These were cancelled before deliveries could take place.

Gallery

Production:
151613-151614 (2) YCH53A
151686-154884 (128) CH53A
156654-157931 (126) CH53D
158682-158761 (30) RH53D
161179-165651 (177) CH53E
161395-164864 (48) MH53E
168778-168782 (5) YCH53K (1 GTV, 5 EDM)
Bureau number 161395 was later converted from a CH53E to MH53E

Variants:

YCH-53A
Winner of the HH(X) competition, two prototype CH-53As were completed for US Navy evaluation, by March 1966; first flight made by second aircraft (BuNo. 151614) on 14 October 1964, powered by two T64-GE-6 turboshafts

CH-53A
Initial version powered by two General Electric T64 turboshaft engines and has a watertight hull for US Marine Corps, deliveries commencing in September 1965. A full-size rear opening, with built-in ramp, permits easy loading and unloading, with the aid of a special hydraulically operated internal cargo loading system and floor rollers. Accelerated deployment to South East Asia made after improvements to engine intake filters, defensive armament, crew armour and external lifting capability; selected T64-GE-1 engines retrofitted for extended running at maximum power output when necessary; fitted with hardpoints for towing mine-sweeping gear from 34th aircraft onwards; used by USAF for crew training and later for covert operations in Vietnam and Laos (seven aircraft borrowed from and returned to Navy); 139 built

RH-53A
15 dedicated mine-counter-measures versions delivered to the Navy via the Marine Corps; re-engined with T64-GE-413 turboshafts; rectangular frame mounted on rear ramp to tow mine clearing sled and rear view mirrors fitted on either side of the nose; used to clear North Vietnamese mines during Operation Endsweep in 1973; RH-53As replaced by RH-53Ds in Navy service and aircraft returned to Marines

TH-53A
Former USMC CH-53As used by USAF from 1989 onwards to train MH-53 crews at Kirtland AFB, NM; at least three aircraft in use, stripped of most equipment and camouflaged

HH-53B
Eight aircraft similar to CH-53A but delivered to USAF Aerospace Rescue and Recovery Service to supplement HH-3s in South East Asia. The first of these flew 15 March 1967, powered by 2,297kW T64-GE-3 turboshaft engines. Refuelling probe relocated to starboard side of nose, pylons fitted to allow carriage of external fuel tanks; armed with three pintle-mounted GAU-2A/B 7.62mm Miniguns and powered by T64-GE-3s, later replaced by T64-GE-7s; quickly supplemented by HH-53Cs and re-assigned to CONUS, the last four HH-53Bs were modified to MH-53J standard in the late 1980s

CH-53C
22 aircraft built for heavy-lift duties with the USAF; fitted with sponsons and external tanks as developed for HH-53C, it was similar in most respects to this version but lacked a refuelling probe; replaced CH-53As on loan from USMC for covert operations in Laos; later operated by TAC and USAFE; seven surviving CH-53Cs brought up to MH-53J standard in late 1980s

HH-53C
Refined version of HH-53B, with 2,927kW T64-GE-7 engines. 44 were built for USAF ARRS for combat rescue; dubbed ‘Super Jolly Green Giant’; dispensed with bracing struts fore the external pylons, and included additional crew armour, and better radio fit to facilitate operations with HC-130 tankers. Auxiliary jettisonable fuel tanks each of 1,703 litres capacity on new cantilever mounts. Flight refuelling probe, and rescue hoist with 76m of cable. External cargo hook of 9,070kg capacity. RHAW and IR jamming systems introduced as a result of experience in North Vietnam during 1972; HH-53Cs used in support of Apollo space missions for emergency capsule rescue; HH-53Cs remained in USAF service until late 1980s when all were converted to MH-53J standard
First HH-53C was delivered to the USAF 30 August 1968. A total of 72 HH-53B/Cs was built.

S-65C
Commercial intercity helicopter proposal based on military CH-53.

S-65C-2 / S-65O
Export version of CH-53C, two of which were ordered in 1969 and delivered to the Austrian air force in 1970; later retired from use due to operating costs and passed on to Israel in 1981. Used for rescue duties in the Alps, they have the same rescue hoist as the HH-53B/C, fittings for auxiliary fuel tanks and accommodation for 38 passengers.

S-65-C3
Only other export version of H-53, delivered to Israel from 1969; corresponding to HH-53C, 33 aircraft supplemented by two additional S-65s from Austria in 1981; surviving aircraft upgraded by IAI subsidiary MATA Helicopters

CH-53D
Improved CH-53A for US Marine Corps, the first of which was delivered on 3 March 1969. Two T64-GE-413 engines, each with a maximum rating of 2,927kW. A total of 55 troops can be carried in a high-density arrangement. An integral cargo handling system makes it possible for one man to load or unload 1 ton of palletised cargo a minute. Main rotor and tail pylon fold automatically for carrier stowage, first flown on 27 January 1969; 124 built.

RH-53D
First flown 27 October 1972; 30 aircraft (named Sea Stallion) specifically developed for anti-mine warfare in the light of positive experience with RH-53A; fitted with an initial powerplant of two T64-GE-415s, RH-53D also differs from RH-53A by inclusion of refuelling probe, automatic flight control system, more powerful cargo hook, and rescue winch; armed with two’swivel-mounted 12.7mm machine-guns; six delivered to Imperial Iranian navy before the fall of the Shah

VH-53D
Two CH-53Ds delivered to USMC for VIP transport

YCH-53E
Three-engined development of the CH-53D.\

CH-53E Super Stallion
Heavy transport and amphibious assault helicopter (first flown March 1974)

MH-53E Sea Dragon / S-80
Airborne mine countermeasures helicopter able to tow through water hydrofoil sledge carrying mechanical, acoustic and magnetic sensors; nearly 3,785 litres (1,000 US gallons; 833 Imp gallons) extra fuel carried in enlarged sponsons made of composites; improved hydraulic and electrical systems; minefield, navigation and automatic flight control system with automatic towing and approach and departure from hover modes.

CH-53K
Cargo, USN & USMC

CH-53G
Version of the CH-53 for the German armed forces order for 135 examples, later reduced to 110, with T64-GE-7 engines. A total of 112 were produced, the first of two built by Sikorsky being delivered 31 March 1969. The next 20 were assembled in Germany by VFW-Fokker from US-built components, then progressively increasing indigenous sources. Prime contractor in Germany was VFW-Fokker, whose first CH-53G flew 11 October 1971, entered service in-1973. Deliveries completed in 1975.

YHH-53H
First aircraft to be fitted with ‘Pave Low I’, in trials for a projected night/ all-weather combat rescue/infiltration mission; fitted with early low-light TV system which proved inadequate, though the first successful night rescue was made with an improved system in December 1972, in Laos; aircraft later modified to ‘Pave Low II’ standard, with external sponsons and tanks

HH-53H
Eight HH-53Cs and YHH-53H modified to definitive ‘Pave Low III’ standard; delivered between 1979 and 1980 and fitted with FLIR, TF radar, INS, computer generated moving map display, RHAW and chaff/flare dispensers. Eight converted to MH-53J Pave Low III.

MH-53H
Redesignation and modification of HH-53H under the Constant Green programme; all ‘Pave Low III’ aircraft were modified to MH-53J standard

MH-53J Pave Low III Enhanced
US Air Force upgrade of Special Operations Forces combat rescue and recovery fleet; 31 HH-53Bs, HH-53Cs and CH-53Cs converted at NAS Pensacola, Florida, beginning 1986, to MH-53J Pave Low III Enhanced; similar to 11 HH-53H Pave Low III produced earlier, eight survivors of which also converted to MH-53Js; programme completed in 1990. Modifications include Texas Instruments AN/AAQ-10 nose-mounted FLIR, inertial navigation, Doppler radar, computer-projected map display, Navstar GPS, Texas Instruments AN/APQ-158 terrain-following/avoidance radar in offset nose radome, chaff/flare dispensers, Loral AN/ALQ-157 IR jammer on each outrigger pylon, 454kg of extra titanium armour plating and Collins AN/AIC-3 intercom; armament includes three 7.62mm or 12.7mm machine guns firing through windows on each side and from open rear ramp. Power plant is two 3,266kW General Electric T64-GE-415 turboshafts; maximum T-O weight increased from 19050 to 22,680kg. Further upgrades planned to improve combat effectiveness and service life. Those modified from HH-53Bs retain braced external tank pylons of first Super Jollys.

MH-53M Pave Low IV
Internal upgrade featuring new avionics and defence aids, including an integrated AP-102A weapon systems computer to speed up target acquisition. All 39 existing MH-53J Pave Low III’s are expected to be converted.

S-80E
Export version of CH-53E.

S-80M
Export version of MH-53E; total of 11 delivered to Japan for Japanese Maritime Self-Defence Force (JMSDF).

Yasur 2000
Upgrade of 30 Israeli Air Force CH-53Ds by IAI. Improved avionics and structural changes to extend service life. Other modifications include internal auxiliary fuel tanks, flight refuelling boom, rescue hoist, crashworthy seats and cockpit armour.

Detailed description refers to CH-53E, but applicable also to MH-53E and S-80 export versions, except where indicated.

COSTS: US$24.36 million (1992) projected average unit cost.

DESIGN FEATURES: Fully articulated seven-blade main rotor; blade twist 14°; hydraulic powered blade folding for main rotor; tail pylon folds hydraulically to starboard; four composite-blades tail rotor on pylon canted 20° to port to derive some lift from tail rotor and extend CG range; cranked, strut braced tailplane; rotor brake standard; fuselage stressed for 20 g vertical and 10 g lateral crash loads.

FLYING CONTROLS: Fully powered, with autostabilisation and autopilot. See also Current Versions and Avionics.

STRUCTURE: Fuselage has watertight primary structure of light alloy, steel and titanium; glass fibre/epoxy cockpit section; extensive use of Kevlar in transmission fairing and engine cowlings; main rotor blades have titanium spar, Nomex honeycomb core and glass fibre/epoxy composites skin; titanium and steel rotor head; Sikorsky Inflight Blade Inspection Method (IBIM) sensors detect blade spar cracks occurring in service; tail rotor of aluminium; pylon and tailplane of Kevlar composites.

LANDING GEAR: Retractable tricycle type, with twin wheels on each unit. Main units retract into rear of sponsons on each side of fuselage. Fully castoring nosewheels.

POWER PLANT: Three General Electric T64-GE-416 turboshafts, each with a maximum rating of 3,266kW for 10 minutes, intermediate rating of 3,091kW for 30 minutes and maximum continuous power rating of 2,756kW. Transmission rated at 10,067kW for take-off. Retrofit underway with 3,539kW T64-GE-419 turboshafts.

Self-sealing bladder fuel cell in forward part of each sponson, each with capacity of 1,192 litres. Additional two-cell unit, with capacity of 1,465 litres, brings total standard internal capacity to 3,849 litres. (Total internal capacity of MH-53E is 12,113 litres)

Optional drop tank outboard of each sponson of CH-53E, total capacity 4,921 litres. (MH-53E can carry seven internal range extension tanks, total capacity 7,949 litres) Forward extendable probe for in-flight refuelling. Alternatively, aircraft can refuel by hoisting hose from surface vessel while hovering.

ACCOMMODATION: Crew of three. Main cabin of CH-53E will accommodate up to 55 troops on folding canvas seats along walls and in centre of cabin or 24 litters. Door on forward starboard side of main cabin. Hydraulically operated rear-loading ramp. Typical freight loads include seven standard 1.02 x 1.22m pallets. Dual and single-point central hooks for slung cargo, capacity 16,330kg.

SYSTEMS: Hydraulic system, with four pumps, for collective, cyclic pitch/roll, yaw and feel augmentation flight control servo mechanisms; engine starters; Engine Air Particle Separators (EAPS); engine and hydraulic oil replenishment in flight; landing gear actuation; cargo winches; loading ramp; and blade and tail pylon folding. System pressure 207 bars, except for engine starter system which is rated at 276 bars. (Separate hydraulic system in MH-53E to power AMCM equipment.) Electrical system includes three 115V 400Hz 40 to 60kVA AC alternators, and two 28V 200A transformer-rectifiers for DC power. Solar APU.

AVIONICS: Flight: Hamilton Standard automatic flight control system, using two digital onboard computers and a four-axis autopilot. Retrofit test flown late 1993, comprising four Canadian Marconi CM A-2082 15.2cm square colour displays, tied with GPS, Doppler and AHRS; installation by Teledyne Ryan.

EQUIPMENT: MH-53E equipment includes Westinghouse AN/AQS-14 towed sonar, AN/AQS-17 mine neutralisation device, AN/ALQ-141 electronic sweep and Edo AN/ALQ-166 towed hydrofoil sled for detonating magnetic mines.

ARMAMENT: Window mount provisions for 7.62mm and 12.7mm weapons.

Specifications:

YCH-53A Sea Stallion
Engines: two T64-GE-6
Max speed: 200+ mph
No built: 2

S-65A
Engines: two 3925hp T64-GE-413 turboshafts
Rotor: 72’3″
Length: 67’2″
Max speed: 196 mph
Range: 257 mi
Crew: 3
Passenger capacity: 41

CH-53A Sea Stallion

CH-53D
Engine: 2 x General Electric T64-GE-412 turboshaft, 2926kW / 3,925 shp
Main rotor diameter: 22.02m
Disc Area: 280.5 sq.m
Fuselage length: 20.5m
Height: 7.6m
Max take-off weight: 19050kg
Empty weight: 10650kg
Max speed: 315km/h
Cruising speed: 278km/h
Range with payload: 2075km
Rate of climb: 11m/s
Service ceiling: 6220 m / 21,00 ft
Internal (external) payload: 3710kg (9070kg)
Accommodation: 37 troops or 24 stretchers

RH-53D / NRH-53D Sea Stallion
Engines: two T64-GE-415

YCH-53E Super Stallion
Engines: 3 x GE T64-GE-415, 4380hp turboshafts
Main rotors: 7
Rotor dia: 24.08 m (79 ft 0 in)
Length 73’9″
Max speed: 195 mph
Cruise: 172 mph
Range: 306 mi
Ceiling: 18,500′

CH-53E Super Stallion
Engine: 3 x General Electric T64 416 tur¬boshafts, 4380 shp (3266 kW)
Rotor dia: 24.08 m (79 ft 0 in)
Fuselage length: 22.3 m
Length overall 30.19 m (99 ft 0.5 in)
Height: 8,66 m (28 ft 5 in)
No blades: 7
Main rotor disc area 455.38 sq.m (4,902.0 sq ft)
Empty wt: 15071 kg (33,226 lb)
MTOW: 33339 kg (73,500 lb)
Payload: 14,515 kg
Max speed: 170 kt
Cruising speed at sea level 278 km/h (173mph)
ROC: 840 m/min
Fuel cap (aux): 4920 lt (4545 lt)
Max range (unrefuelled): 2075 km
Range: 56 mi with 16 tons external cargo
Range: 575 mi with 10 tons external cargo
HIGE: 11,550 ft
HOGE: 9500 ft
Ceiling: 5640 m / 18,500′
Crew: 3
Pax: 55

CH-53G
Engines: 2 x T64-GE-7
Fuselage length: 67 ft 3 in (20.5m)
Pax cap: 38 troops

HH-53 Jolly Green Giant
Engines: 2
Fuselage length: 67 ft 3 in (20.5m)
Pax cap: 38 troops

HH-53B Super Jolly
Engines: 3080hp T64-GE-3
Seats: 6
No built: 8

MH-53E Sea Dragon
Engine: 2 x GE T64-416, 4380hp
Instant pwr: 3263 kW
MTOW: 33,340 kg
Payload: 16,587 kg
Max speed: 170 kt
Max range: 2035 km
Ceiling: 27,900′
HIGE: 3520 ft
HOGE: 2895 ft
Crew: 3
Pax: 55

MH-53J PAVE LOW IIIE
Engines: two 4330hp GE T64
Main rotor: 72’0″
Length: 92’0″
Max take-off weight: 46,000 lb
Max speed: 165 mph
Range: 630 mi
Ceiling: 16,000′
Accommodation: 8

RH-53D
Engines: 2
Fuselage length: 67 ft 3 in (20.5m)
Pax cap: 38 troops