Steve's Airshow World - Aircraft Factfile and Recognition Guide

The MH-60G Pave Hawk is a twin-engine medium-lift helicopter operated by the Air Force Special Operations Command, a component of the U.S. Special Operations Command. The MH-60G's primary wartime missions are infiltration, exfiltration and resupply of special operations forces in day, night or marginal weather conditions. Other missions include combat search and rescue. During Desert Storm, Pave Hawks provided combat recovery for coalition air forces in Iraq, Saudi Arabia, Kuwait and the Persian Gulf. They also provided emergency evacuation coverage for US Navy sea, air and land (SEAL) teams penetrating the Kuwait coast before the invasion.

The PAVE HAWK is based on the proven UH-60 BLACK HAWK helicopter. The HH-60G's primary mission is combat search and rescue, infiltration, exfiltration and resupply of special operations forces in day, night, or marginal weather conditions. It provides the capability of independent rescue operations in combat areas up to and including medium threat environments. Recoveries are made by landing or by alternate means, such as rope ladder or hoist. Low-level tactical flight profiles are used to avoid threats. Night Vision Goggle (NVG) and Forward Looking Infrared (FLIR) assisted low-level night operations and night water operation missions are performed by specially trained crews. The MH-60G is equipped with an all-weather radar which enables the crew to avoid inclement weather.

The basic crew normally consists of five: pilot, copilot, flight engineer, and two pararescuemen. The aircraft can also carry eight to ten troops. Aft sliding doors on each side of the troop and cargo compartment allow rapid loading and unloading. Pave Hawks are equipped with a rescue hoist with a 200-foot (60.7 meters) cable and 600-pound (270 kilograms) lift capacity. The helicopter hoist can recover survivors from a hover height of 200 feet above the ground or vertical landings can be accomplished into unprepared areas. The hoist can recover a Stokes litter patient or three people simultaneously on a forest penetrator. External loads can be carried on an 8,000 pound (3,600 kilograms) capacity cargo hook. The Pave Hawk has provisions for an external stores support system.

The helicopter has limited self-protection provided by side window mounted M-60, M-240, or GAU-2B machine guns. Pave Hawk is equipped with two crew-served 7.62mm miniguns mounted in the cabin windows. Also, two .50 caliber machine guns can be mounted in the cabin doors. An APR-39A(V)1 radar warning receiver, ALQ-144A infrared jammer, Hover Infrared Suppression System (HIRSS), M-130 chaff dispenser, and precision navigation equipment (GPS, Inertial Navigation System (INS), Doppler) afford additional threat avoidance and protection.

The maximum speed is 193 knots with a cruise speed of 120 to 140 knots. Unrefueled range is 480 nautical miles (NM), with a combat load and aircraft at maximum gross weight of 22,000 lbs; the combat radius is approximately 200NM. Inflight refueling extends this range. Pave Hawks are equipped with a retractable in-flight refueling probe and internal auxiliary fuel tanks. Pave Hawks are equipped with folding rotor blades and a tail stabilator for shipboard operations and to ease air transportability. The non-retractable landing gear consists of two main landing gears and a tail wheel.

The MH-60K is the standard Army special operations version of the Black Hawk. The MH-60K Special Operations Aircraft is designed for long-range, low-level penetration of hostile territory at night and in adverse weather. Fielding of the MH-60K began in FY94. This special operations aircraft is a modified UH-60L with an advanced integrated cockpit, upgraded engines and transmissions, forward looking infrared (FLIR), terrain following/terrain avoidance (TF/TA) radar, additional internal fuel tanks, ATAS, external tank system (ETS), upgraded door guns, upgraded navigation and communication systems, integrated aviation support equipment (ASE), external rescue hoist, and a folding stabilizer. It has an air-refueling capability introduced on the U.S. Air Force MH-60G and HH-60G Pave hawk helicopters. It is capable of providing long-range airlifts far into hostile territory in adverse weather conditions.

Modifications include two removable 230 gallon external fuel tanks, two .50 cal. machine guns, an air-to-air refueling probe, and an external hoist. The MH-60K can also be armed with two M134 7.62mm "miniguns". A new avionics suite includes interactive Multi-Function Displays (MFDs), Forward-Looking Infrared (FLIR), digital map generator, and terrain avoidance/terrain following multi-mode radar. Survivability equipment includes radar and missile warning systems and IR jammers. The MH-60K has full shipboard operability. It is powered by two General Electric T700-GE-701C 1843 shp turboshaft engines.

The MH-60K has modified integrated avionics suites and multi-mode radar, and are intended to provide adverse-weather infiltration/exfiltration and support to US military forces, country teams, other agencies, and special activities. This US Special Operations Command (USSOCOM) aircraft contribute to the Joint Vision 2010 concept of dominant maneuver by helping to create asymmetric advantages for combined application of land, air, and sea power against enemy defenses within the joint environment. They are eminently capable, as modernized, multi-mission platforms operating within tailor-to-task organizations, of supporting precise, agile, fast-moving joint operations.

The MH-60L Army Special Operations variant is a UH-60L with various modifications to include updated cockpit, additional avionics, precision navigation system, FLIR, aircraft survivability equipment, external tank system. Provide medium & utility helicopter support to SOF unique missions. The older MH-60L can be adapted to the attack mission by attaching dual weapons pylons to both sides of the fuselage. Pylon mounting cannon, rockets, or missiles can be supplemented by door or port mounting guns or launchers, limited mainly by the range, duration, cargo, or troops required to complete the mission. The helicopter's mission is insertion and extraction of special operations troops. Survivability equipment includes radar and missile warning systems and IR jammers. The MH-60L is powered by two General Electric T700-GE-701C 1843 shp turboshaft engines.

MH-60R Knighthawk

The US Navy restructured the remaining MH-60R aircraft from a remanufacture of the existing US Navy H-60 fleet to a new buy program with a total requirement of 243 aircraft. Also, the program designation has changed from the SH-60R to reflect the MH-60R's multi-mission role. The MH-60R was initially to be called a Strikehawk, but ultimately it was decided to call it Seahawk.

The U.S. Navy had planned to convert all SH-60B's, and eventually all SH-60F's, to multi-mission SH-60R's. The new version will feature advanced radar, missiles, low frequency sonar and a host of other improvements. The first test article MH-60R aircraft made its maiden forward flight on 19 July 2001, and the first two prototype MH-60R aircraft began test flights at the NAWC. Under the initial contract, Sikorsky and Lockheed will provide nine remanufactured SH-60B aircraft, including four test articles to be delivered in 2001 and five low-rate initial production aircraft delivered in 2002.

In 2001 the US Navy restructured the MH-60R program from a remanufacture of the existing U. S. Navy H-60 fleet to a new procurement program with a total requirement of 243 aircraft. The first new production deliveries from Sikorsky are planned in the first quarter of 2005.Under the modified program, only 7 airframes were remanufactured, with the rest to be new buys. The first new manufactured aircraft will be delivered in 2006. The MH-60S currently in the fleet is called the Nighthawk (to keep the tie-in to the Sea Knight which it will have completely replaced by the end of the fiscal year. The MH-60R program is worth approximately $7 billion and encompasses a quantity of approximately 243 aircraft. (Two NMH-60R prototypes; four remanufactured SH-60B to MH-60R test articles, and three LRIP remanufactured aircraft; and the remainder will be all new production MH-60Rs.)

The SH-60R is an SH-60B or -F that has undergone a "remanufacturing" process (hence the "R"). In all, about 243 SH-60B and SH-60F helicopters currently in the fleet were to be reincarnated as SH-60Rs over 10 years. The contract, valued at about $2.5 billion to Lockheed Martin Federal Systems, involved modifying the airframe, as well as the avionics systems. The airframe upgrades are necessary to extend the life of the Navy's helicopter fleet, adding a minimum of 10,000 hours to the helo's life. This "midlife upgrade" - the B/F models are nearing midpoint in their life cycle -- will allow the Navy to become an all H-60 helicopter fleet.

The SH-60R will help advance the Navy's Network Centric Warfare (NCW) mission; avionics upgrades will make the Hawkeye more NCW-friendly. And as crucial battles become more and more concentrated on the shores of the world's bodies of water instead of on the open sea, the upgrades are aimed at optimizing the Hawkeye for littoral operations. The modifications being effected are substantial. It's getting a new cabin, the tail is being given a service life extension, and the helo's avionics have gotten a significant upgrade. The new glass common cockpit (which it will share with the SH-60S) and the other modifications will reduce logistics and life-cycle costs. Major upgrades to both flight and mission avionics, as well as offensive and defensive weapons and countermeasures will occur during the conversion. These upgrades will include:

Additionally, the non-mission specific (flight) avionics are designed to be the same as the new CH-60. The goal is that a pilot can shift from an ASW mission to a SAR mission to a Cargo mission and be looking at the same cockpit.

Although the airframe itself is not new, the SH-60R program has considerable risk due to the reliability problems with ALFS, higher than expected false alarm rates on the Advanced Radar Detection and Discrimination (ARPDD) program of the MMR, anticipated additional problems with the MMR and incorporation of a new cockpit that will be common to the CH-60.

The Navy’s Helicopter Master Plan prescribes reducing the variety of operational helicopters in fleet service to one primary aircraft. Plans to remanufacture and upgrade the current fleet of Sikorsky-built H-60 S Seahawks and to procure Sikorsky’s CH-60 utility helicopter are putting the Navy closer to a achieving that goal. Within the next two decades, anyone flying in a US Navy fleet helicopte will almost assuredly be flying one of two HH-60 versions -- the SH-60R or the CH-60. The Helicopter Master Plan calls for the remanufacture of SH-60B, SH-60F and HH-60H Seahawks into a common, more versatile SH-60R configuration that will meet Navy requirements through 2015. The SH-60R will combine the traditional mission areas of the SH-60B and SH-60F, but will be more capable. With the Navy’s helicopter antisubmarine (HS) and helicopter antisubmarine light (HSL) squadrons operating the same helicopter, opportunities for adjustments in the force structure will emerge, such as reducing the number of fleet readiness squadrons that support the SH-60 fleet. The distinction between the HS and HSL communities may even disappear altogether.

The SH-60(R) Multi-Mission Helicopter Upgrade (formally called LAMPS MK III Block II Upgrade) brings improvements to the SH-60 B/F helicopters now in the fleet. The SH-60R program will give Seahawks a life extension to 20,000 flight hours, to provide a multi-mission platform capable of conducting undersea and surface warfare for the next 20 to 25 years. This upgrade improves the capability of the LAMPS MK III Weapons System to provide battle group protection and to add significant capability in coastal littorals and regional conflicts. The SH-60R’s systems will be able to deal with high numbers of air and sea contacts in a confined space, in shallow water. It will operate with a carrier group, or with a surface action group, where no air cover is available. To fight and survive in this environment, detection systems will be added to the SH-60R that include a new multimode radar, FLIR sensor, ESM system and a retrievable, active, low-frequency sonar with significantly greater processing power.

Improvements include the addition of two stores stations, a data bus, advanced low-frequency sonar, acoustic processor, multimode radar, Forward-Looking Infrared (FLIR) sensor, upgraded ESM system and integrated self-defense system. The MAD gear will be deleted. Cockpit mission system improvements include the addition of an upgraded mission computer, improved communications suite, high-resolution displays, programmable keysets and tactical aids. The SH-60R will carry AGM-119 Penguin anti-shipping missiles and AGM-114 Hellfire anti-armor missiles, as well as the current MK 46 and MK 50 ASW torpedoes and a door-mounted 7.62 mm machine gun.

The Upgrade represents a significant avionics modification to the SH-60 series aircraft enhancing USW, ASUW, surveillance and ID and power projection, supporting the operational requirements of full-dimensional protection. The Upgrade develops the Airborne Low Frequency Sonar (ALFS) and increases sonobuoy and acoustic signal processing using the UYS-2A Enhanced Modular Signal Processor. In addition, the aircraft will employ a Multi-Mode Radar (MMR), (including Inverse Synthetic Aperture Radar (ISAR) and imaging and periscope detection modes), an ESM upgrade, and a fully automated self protection system. The improved electronics surveillance measures system (ESM) will enable passive detection and targeting of radar sources not currently detectable. The added multi-mode radar includes an inverse synthetic aperture radar mode (permits stand-off classification of hostile threats). Additionally, the aircraft will employ a Forward Looking Infrared (FLIR) sensor, with laser designator and capability to launch Hellfire missiles.

The SH-60R will have all of the weapons currently available to the SH-60B or SH-60F models, including missiles, torpedoes and .50 caliber machine guns. The major improvement in this area is the incorporation of a Decision Support System to set presets and interpret Dropsond data. Dropsonds are atmospheric measuring devices that measure barometric pressure, winds and temperature. They are launched from the chaff/flare dispensers. The SH-60R will also incorporate new Light Imaging Detection And Ranging (LIDAR) laser technology. LIDAR is an ASW/Mine Warfare laser targeting system.

Certain improvements already approved for the SH-60B fleet will be incorporated as part of the SH-60R Remanufacturing. While some SH-60Bs will have had these upgrades implemented long before induction to the SH-60R pipeline, many will not. One of these changes adds a Forward Looking Infrared to SH-60Bs which have already been upgraded to the Block I configuration. The SH-60R, unlike its ancestors, will also have Forward Looking Infrared (FLIR) capability for nighttime operations. Another adds Hellfire missiles and a .50 caliber Machine gun to the SH-60B.

The navigation system will undergo a modernization of NAVAID receivers. The SH-60R will utilize GPS, SATCOM, Inertial Navigation (INS), and other state of the art navigation systems rather than TACAN or Doppler navigation. Communications will be available in both Ultra High Frequency (UHF) and Very High Frequency (VHF) bands, but not the High Frequency (HF) band.

The entire Radar system of the SH-60 has been revamped for the SH-60R. It has an expanded number of trackable contacts, additional modes (SAR, weather, etc.), and has been improved for the ASW mission (Longer Pulse Interval, periscope detection mode). Additionally, the air-to-air mission has come more to the forefront, and the upgraded Radar system has been designed to incorporate this mission as well. Also new to the SH-60R -- and to the helo world at large -- is the introduction of Automatic Inverse Synthetic Aperture Radar. It gives an enhanced capability to identify the contacts" picked up by the radar. The new system means the days of mere blips on a radar screen are gone. It identifies the target, not just as a ship or aircraft or whatever, but as to specifically what type, class, and capability.

Major improvements to the helo's avionics include the upgrade of the AQS-13 sonar system with an airborne low frequency sonar (ALFS), and the use of multi-mode radar, which will extend the range of detection, as well as allow the helo to specifically detect periscopes. The problem with periscope detection is that they are small targets, and only visible for a short time. Submarine crews like to run it up for a few seconds and then take it back down. The system employs an audible alert, so that smaller helo crews can be alerted to the presence of a periscope or other target even if other duties mean they are not always looking at the screen. This makes it possible for the three-man crew, who have many responsibilities, to miss very little, even if they have their backs turned.

The Acoustic system has undergone a major upgrade as well. One of the most important changes is that the SH-60B model only has ability to use four directional sonobuoys. The SH-60R will have eight available. The new Airborne Low Frequency Sonar (ALFS) system is a real improvement over the existing dipping sonar system. It provides greater capability and concurrent ALFS and Sonobuoy processing. The upgraded processor (UYS-2) offers colorized GRAM displays vice the SH-60B's UYS-1 monochrome Automatic Line Integration (ALI) only. While the SH-60B does boast an Automatic Coupled Approach to Hover, the SH-60R integrates the Auto Gate Determination to make this a truly "hands off" system. Integrated Self Defense (ISD) Systems

The Airborne Low Frequency Sonar (ALFS) and increased sonobuoy processing capability for the SH-60 helicopter will maintain and improve undersea warfare mission effectiveness against the quiet submarine threat in deep and shallow water environments. The ALFS project provides a dipping sonar with demonstrated capabilities typically 3 to 6 times (square miles of ocean searched per hour) the existing deep water capability. This improvement will significantly increase battle group and independent ship protection providing improved survivability and operating flexibility. ALFS provides longer detection ranges and a greater detection capability by using lower frequencies, less signal attenuation, longer pulse lengths, improved processing and increased transmission power. ALFS utilizes the Enhanced Modular Signal Processor, designated UYS-2A, for improved sonobuoy processing capability.

The Seahawk is benefiting from a military-wide trend toward utilizing COTS (commercial off-the-shelf) solutions whenever it can. COTS is the wave of the future, because it saves money on research, and operations. The Seahawk is getting a new COTS acoustic processor, which detects and processes input from sonobuoys and speeds the classification of targets. The old Proteus processor was military-unique. It was not easily upgradeable. The new system will have a much longer useful life, because it will not become obsolete as quickly, since it is being used in other sectors of the economy.

The Emission Sensor Measurement (ESM) system, the helicopter's equivalent of a radar detector, has been significantly improved. It's getting an increase in bandwidth, which allows it to pick up more varieties and more sophisticated types of radar signals, and to operate in areas with signal clutter. Specifically, there is an expanded frequency range over the SH-60B's ESM suite. The SH-60R will be more effective against frequency agile emitters, and it will be more accurate.

The Decision Support System (DSS) is new to the SH-60 family. It is an executive decision making "artificial intelligence" system that integrates threat data and environmental information in order to coordinate offensive and defensive actions. While it does not eliminate the requirement for pilot involvement for weapons selection and release, it does provide many of the weapon selection and set-up decisions automatically. This allows the pilot to focus more concentration on flying the aircraft in a threat-filled environment. Threat Envelope Depiction identifies a platform or shore station, correlates the known weapons of that site, and displays a "danger range" for attack to the pilot on the navigation display. This allows the pilot to remain out of range as possible.

In general, the SH-60R will be MUCH more "aware" of threats than the SH-60B. Additionally, it will be able to DO something about these threats. The ISD will be able to identify specific threats, and determine the best countermeasures to use against them. Expendable and/or towed decoys will be provided against IR, EM, RF, and Laser threats.

While the fuel capacity and burn rates do not change considerably, the addition of so many systems results in an increased maximum weight, allowing less fuel to be carried when fully loaded with stores. This trades off to a reduced On-Station time. Also, as a result of the increased weight, the Coupled Approach to Hover and Departure from Hover are less aggressive because the acceleration/deceleration rates are reduced on the SH-60R compared to SH-60B or SH-60F models.

Initial Developmental Assessment testing of the first prototypes of the SH-60R was done by Air Test and Evaluation Squadron 1 (VX-1) and the Naval Rotary Wing Aircraft Test Squadron. This first phase was completed by June 2001, just in time for the first production model to arrive. That next, more-formalized phase, to be done on four models of the craft exactly as they come off the re-manufacturing production line rather than the more experimental prototypes, will also be handled by VX-1 and Rotary Wing. The early-on involvement of VX-1 and Rotary Wing is crucial to executing a successful, thorough evaluation of the helos in a timely manner so we can get them out to the fleet.

The majority of the remanufacturing process will take place at the Sikorsky Aircraft plant in Stratford, CT, while some avionics work will be done at Lockheed Martin Systems Integration - Owego, in Owego, NY. Lockheed Martin is the prime contractor for low-rate initial production of four SH-60Rs, with Sikorsky as major subcontractor. The SH-60R is scheduled to reach operational capability in 2002. Remanufacture of the SH-60B fleet has started and will continue through FY 2009. The first four SH-60Bs were inducted as test assets late in 1999. Turn around time (from induction to sale) was two years. This delivered the first four SH-60R's to the fleet in 2001. While the majority of SH-60R's will be converted SH-60Bs, there are 18 SH-60Fs currently scheduled for remanufacturing. The first of these will be inducted in 2002. Remanufacture of the SH-60F and HH-60H fleets will begin in FY 2004 and continue through FY 2012. By the year 2011, all SH-60B's (170) and 18 SH-60F's will have been converted. This will leave 59 SH-60Fs and 42 HH-60H's in their current configurations. The "Helo Master Plan," developed by NAVAIR shows that eventually (beyond 2011) ALL SH-60 series helicopters will be upgraded to the SH-60R series. In an attempt to get the SH-60R's weapons systems to the fleet a bit earlier, CNO directed a "Rapid Deployment." This meant that eight Block I SH-60B's received the FLIR and Armament packages. The kits to perform these upgrades are currently flying in the fleet.

Common Cockpit and mission systems integration for the MH-60R has resulted in numerous software instability problems, according to DOT&E. System integration was not complete prior to the start of the June 2003 OA, thereby precluding test of the weapon system and Integrated Self Defense System. The Program Executive Office de-certified the MH-60R for further operational test and evaluation in early September 2003 because the aircraft mission systems failed to demonstrate adequate performance during the OA. Deficiencies were recorded for the Electronic Support Measures, acoustic, and multi-mode radar systems. Failure analyses and fault isolation efforts are ongoing to fix and verify correction of the deficiencies prior to the start of the rescheduled technical evaluation (TECHEVAL) and operational evaluation. To provide additional risk reduction, the program office plans to run an additional OA concurrently with TECHEVAL. The joint LFT&E program is adequately resourced and is expected to provide the required information to evaluate the survivability of the MH-60R. Testing, beginning with the program’s full-scale development tests and the available combat data on earlier versions of this aircraft, indicates that the MH-60R will be more survivable than previous models of this airframe.

MH-60S Knighthawk

The Navy's MH-60S helicopter was redesignated as the MH-60S multi-mission helicopter effective 06 February 2001. The MH-60S will replace Boeing's H-46, Bell Helicopter Textron's H-1, and Sikorsky's H-3 and HH-60H helicopters. The Fiscal Year 2006 Budget requested $655.5M in procurement and $48.1M in RDT&E for the replacement of the Light Airborne Multi-Purpose System (LAMPS) MK III SH-60B and carrier-based SH-60F helicopters with the new configuration designated as MH-60R. The procurement quantity was reduced to provide an orderly production ramp. A Full Rate Production decision is scheduled during the second quarter of Fiscal Year 2006. The Fiscal Year 2006 Budget requests $632.2M in procurement and $78.6M in RDT&E funds for the MH-60S, which is the Navy's primary combat support helicopter designed to support Carrier and Expeditionary Strike Groups. It will replace four legacy platforms with a newly manufactured H-60 airframe. The MH-60Swas in the full rate five-year MYP contract with the Army. The Army and Navy intend to execute another platform MYP contract commencing in Fiscal Year 2007.

The MH-60S Fleet Combat Support Helicopter will complement and eventually replace the Navy's aging fleet of H-46 helicopters. As a result of the advanced airframe life of the H-46 fleet, the Navy's logistics helicopter force is experiencing a near-term inventory shortfall. The replacement aircraft must satisfy all the requirements of the current aircraft and remain compatible with all current and future combat logistics force (CLF) ships. This will be a non-developmental item program that will provide commonality with existing integrated logistics systems and fleet trainers. The MH-60S is the future aircraft for organic mine countermeasures operations, combat search and rescue, special operations, and logistics helicopter forces in the Navy.

Combining the tested and battle-proven US Army UH-60 Blackhawk fuselage and Navy SH-60 Seahawk dynamic components, the MH-60S promises to be a superb aircraft. The commonality bred into the helicopter not only contributes to mission effectiveness, but will provide logistics and acquisition efficiencies. The MH-60S is the linchpin of the Navy Helicopter Master Plan. Out-year buys of additional aircraft will replace H-46s as they retire and increase standardization for training, maintenance, and operations as older SH-3s, UH-1Ns, and potentially MH-53s are replaced.

The MH-60S Knighthawk is an amalgam of the Sikorsky Black Hawk helicopter and its Seahawk variant. It is a baseline Black Hawk configuration with Naval Hawk engines, rotor system and dynamics, including the Seahawk's automatic rotor blade folding system, folding tail pylon, improved durability gearbox, rotor brake and automatic flight control computer. The MH-60S also features a Lockheed Martin developed glass cockpit which will ensure commonality with the SH-60R. The glass cockpit incorporates four 8-by-10 inch active matrix liquid crystal displays, dual integrated programmable keysets, dual flight management computers, an audio management computer, and a dual embedded global positioning system/inertial navigation system.

Because it is a hybrid of the Black Hawk and the Seahawk, the MH-60S presents a quandary for Sikorsky’s marketing strategy: what does one call the MH-60S? A possibility being considered, partly in tribute to the H-46 Sea Knight that the MH-60S will replace, is Knighthawk. The Navy still has not assigned a type/model/series designation to the MH-60S; the next letter available in the H-60 series is “S.” If used, the aircraft’s official designation would be MH-60S.

The Black Hawk airframe provides the larger cabin volume and double-door feature needed for cargo and passenger transport. The MH-60S incorporates a unique integrated cargo handling system. Also from Black Hawk, the MH-60S retains provisions for mounting the external stores support system. This will offer a variety of weapon and fuel tank options that will be very useful for a wide range of missions, including combat search and rescue and special warfare support. The robust MH-60S retains the Black Hawk 9,000-pound external cargo hook, and mounts a Seahawk rescue hoist for SAR missions.

The current Fleet Combat Support Helicopter provides the Navy's Combat Logistics Force (CLF) with an at-sea Vertical Replenishment (VERTREP) capability. It also serves as the primary Search and Rescue (SAR) helicopter for the Amphibious Task Force (ATF), providing essential support to amphibious operations.

The primary missions of the MH-60S Knighthawk will include day and night VERTREP, day and night amphibious SAR, vertical onboard delivery, and airhead operations. Secondary missions of the MH-60S will include Combat Search and Rescue (CSAR), Special Warfare Support (SWS), recovery of torpedoes, drones, unmanned aerial vehicles, and unmanned undersea vehicles, noncombatant evacuation operations, aeromedical evacuations, humanitarian assistance, executive transport, and disaster relief. The CSAR/SWS version of the MH-60S will have additional mission equipment installed that will provide the Navy with capabilities for CSAR and SWS in both the active carrier-based Helicopter Antisubmarine Squadrons (HS) and in the Reserve Helicopter Combat Support (Special) (HCS) Squadrons.

In April 1997, the Navy awarded Sikorsky a contract to build a YMH-60S helicopter demonstrator to verify the design concept and validate mission suitability. A joint Navy-Sikorsky crew conducted a shipboard demonstration in the YMH-60S later that year. The first demonstration MH-60S was produced in FY 1997 and first flew in October 1997. Preliminary testing was completed and the demonstration aircraft met all expectations. The highly successful YMH-60S demonstrator program created the Milestone II Low Rate Initial Production decision in May 1998. The Navy has since joined in a multi-service, multi-year procurement with the Army. Production development began in FY 1998, and Sikorsky completed the sale of the first two MH-60S Fleet Combat Support Helicopters to the Navy in December 1999. The Lot I contract awarded in September 1999 calls for delivery of five MH-60S aircraft in 2000 and an option aircraft in 2001. Sikorsky has also been awarded a follow on production contract award for 14 Lot II aircraft for deliveries from July 2000 to June 2001.

The MH-60S flight test program is expected to last into 2004. The first phase of the testing will focus on the job of undertaking cargo hauling now performed by the aging H-46. That testing will continue into 2001, with the initial operating capability expected in 2002. The second stage of the helicopter's development will involve the MH-60S's role as the replacement for the MH-53, a heavy-lift anti-mine helicopter. It is expected to be operational in that capacity in 2005. Finally, the MH-60S will be readied to perform the combat search and rescue and special operations missions of the HH-60, becoming operational in that role in 2006.

The Navy has a procurement objective of more than 200 MH-60S aircraft to replace the CH-46D in support of the Navy's Helicopter Master Plan. Based on the current deployment schedule, the MH-60S will first replace the H-46D helicopters in active Navy Helicopter Combat Support (HC) Squadrons. After the H-46s have been replaced, the MH-60S will replace the HH-60H helicopters in the Reserve HCS squadrons, then the UH-3H and HH-1H helicopters used as Naval Air Station SAR, range support, and executive transport missions. Finally, the MH-60S will replace the HH-60H helicopters in active Navy HS squadrons.

The MH-60S configuration evolved to fill the Navy’s need for a comprehensive, rugged utility helicopter to replace the helicopters engaged in vertical replenishment (CH-46D, UH-46D and HH-46D), amphibious assault ship search and rescue (HH-46D), strike rescue and special warfare (HH-60H), station search and rescue (HH-1N and UH-3H), utility transport and target recovery (UH-3H), and VIP transport (VH-3A and UH-3H). The MH-60S will also be capable of carrying FLIR and Hellfire missiles, making it an even more versatile platform. The Navy needed a Seahawk variant but could not afford a utility version. Since the Army Black Hawk was much less expensive, the solution was to build a hybrid—a “navalized” Black Hawk that would meet the cost constraints but could be modified to operate in a ship-board environment. This takes advantage of the existing H-60 support infrastructure and reduces the number of different types of aircraft in the inventory. The Navy will save an estimated $20 billion in life-cycle costs over the life of the program.

The MH-60S will be an Army UH-60 Blackhawk utility airframe in combination with Navy SH/HH-60 transmissions and dynamic components. The MH-60S will incorporate new design items that are not in use by either the UH-60 or SH/HH-60 airframe lines. The MH-60S will adapt the Naval H-60 Tail Pylon to the Blackhawk tail cone with a MH-60S unique canted bulkhead at the tail cone, tail pylon interface. This bulkhead will “marry” the two components by providing a Naval H-60 interface on its aft face to accommodate the Naval H-60’s fold hinges and quick disconnect mechanism; and a UH-60 interface on its forward face to accommodate the UH-60’s tail landing gear and tail cone interface. The Blackhawk’s tail cone flight controls will be rerouted to accommodate the Naval H-60 rapid fold tail pylon. With a large cabin, double cargo doors and external stores support system winglets, the aircraft externally resembles a Black Hawk. Most of its Seahawk features are internal: engines, rotor brake, folding tail pylon, automatic flight control system, rescue hoist and a more durable gearbox. The production version of the aircraft will be equipped with reversible floor-boards on the cabin cargo floor, and one side will be fitted with rollers to handle up to two standard four-foot-square cargo pallets.

Both the SH-60R Seahawk and the MH-60S Sea Knight will be equipped with the Lockheed Martin Common Cockpit. This cockpit incorporates cutting edge avionics architecture and includes two "smart" multi-function displays (SMFD), two multi-function displays (MFD), limited hands on throttle and stick (HOTAS) capability, embedded GPS/INS, two mission computers and a flight control computer, all linked by a 1553B data bus. Each SMFD presents flight instrument, warning/caution/advisory (WCA), navigation, and engine information, while each MFD presents aircraft system, detailed WCA, and mission information. Particularly noteworthy, is the novel WCA system which breaks the paradigm of the standard caution/advisory panel, incorporating logic, prioritization, and graphics functions during WCA processing and display on the MFD's.

The MH-60S will be able to operate day or night, under adverse weather conditions, including flight in light icing. The helicopter will be compatible with all current and future Aircraft Carriers, CLF, and ATF ships to include fitting inside the hangars of all CLF ships without ship alteration. The helicopter will be capable of operating over all designated ship hover areas, both day and night, and be compatible for limited operation aboard both aviation and air capable ships proportionate with a fixed fore-to-aft wheelbase of 29 feet.

Reducing the types of helicopters in the fleet inventory to two airframes may enable the Navy to consolidate its HS and HC (helicopter combat support) squadrons. One possibility now being considered is for a carrier battle group to deploy with SH-60Rs and MH-60S on board the carrier, with other MH-60S detached to the battle group’s logistics ship.

The MH-60S has several advantages over the HH-60H Seahawk as a strike rescue and special warfare helicopter. The Blackhawk-style tail wheel, positioned further aft, allows for a steeper landing approach to a confined area. The MH-60S’s larger cabin will enable it to carry more troops; its two larger cargo doors will allow more rapid deployment of the rigid inflatable boats for Navy sea-air-land team members (SEALs). The MH-60S also will be more crash-worthy, and will be fitted with better self-sealing fuel tanks capable of withstanding rounds up to 7.62 mm. The external stores support system installed on the MH-60S will allow more fuel and weapons to be carried.

The Navy hopes that the MH-60S will be able to meet its biggest challenge—replacing the gigantic Sikorsky-built MH-53E Sea Dragon minesweeping helicopter. Although the MH-60S is too small to tow the heavy MH-53E minesweeping sleds, lightweight towed systems and laser imaging detection and ranging systems promise to make the MH-60S a capable mine hunter.

The investigation of transitioning the Airborne Mine Countermeasures (AMCM) mission to the H-60 platform required the demonstration of the capability to tow water-borne weapon systems from a YMH-60S prototype aircraft. Naval Air Warfare Center, Aircraft Division was tasked by Naval Air Systems Command to conduct a multi- phased test during the concept demonstration. The purpose of the Phase I and II testing was to investigate the YMH-60S aircraft capability to conduct the AMCM tow mission under dynamic conditions. Specifically, the test was designed to determine maximum tow tension and speed and to collect usage spectrum structural data. Flight tests were conducted during a joint Navy and Sikorsky Aircraft Corporation flight test from 17 November 1999 to 17 January 2000 at the Sikorsky Aircraft facility, Stratford, CT and at NAS Patuxent River, MD.

The test aircraft, YMH-60S BuNo 966673, was a variant of the Sikorsky Aircraft H-60 Blackhawk helicopter, modified to incorporate a SH-60 Seahawk rotor system, dynamic components, and flight control system. The aircraft was fitted with a tow fitting on the lower airframe in the transition area aft of the main cabin, a tow boom assembly, and a tow cable emergency release circuitry. Tests were conducted at two aircraft takeoff gross weight and center-of-gravity (CG) combinations, a light build-up configuration and a heavier mission representative configuration, achieved using an Army External Stores Support System (ESSS) and two jettisonable 230 gallon auxiliary fuel tanks ballasted with water. Qualitative and quantitative flight tests were conducted under static and dynamic conditions. Aircraft structures were evaluated using real-time telemetry and onboard data recording. Static testing was flown while tethered to the ground and included critical-azimuth events, and incremental tension, skew, and stabilator incidence angle sweeps. Four tow cable jettison events were flown during static test at varied tension / skew / aircraft weight / CG combinations. Dynamic testing included one-engine inoperative (OEI) height-velocity (HV) testing and water-surface towed-body testing using from one to five magnetic orange pipes (MOPs). The OEI HV test phase consisted of un-tethered build-up and 5 tethered simulated engine failures at 3,000 and 6,000 lb. tow tension. Dynamic tow testing included critical-azimuth events, incremental speed, tension, skew, and stabilator incidence angle sweeps, AMCM turns from 2-4 ° /sec, and a maximum tow tension demonstration.

The aircraft demonstrated the capability to tow up to 6,000 lbs. tow tension and 40 knots ground referenced speed in straight and level flight and turns. A tow tension of 8,900 lbs. was demonstrated for structural validation. The forward flight tow-boom-extended envelope for the test boom configuration was established to 90 KIAS and 30° angle-of-bank. The aircraft performance, handling qualities, and flight control margins were within acceptable limits and were consistent with H-60 Seahawk historical critical-azimuth flight test data. The OEI HV testing showed repeatable recoveries from engine failure under tow were possible with less than 85-100 feet of altitude loss. As a result of these finding, recommendations were made for proceeding to follow-on test of a mission representative sub-surface towed body. Flight-test lessons-learned re-emphasized the build-up approach to testing as ‘surprises’ during test were readily handled with minimum risk. Overall, the test represented a tremendous flight test partnership as both the cockpit and flight test telemetry room were shared during all events by joint Navy / Sikorsky crews.

The MH-60S ORD was modified in May 2000 to add Organic Airborne Mine Countermeasures (OAMCM) as a primary mission for the MH-60S. The

The LFT&E results and legacy H-60 databases indicate that the MH-60S is operationally survivable in its intended operational environment for the baseline configuration missions. The MH-60S is a damage-tolerant aircraft that can withstand multiple small caliber projectile hits, continue to fly, and often complete its mission in spite of incurred damage. The data from the joint LFT&E program was adequate to evaluate the survivability of the Block I MH-60S configuration while conducting its wartime missions. The joint LFT&E program will extend into FY05 and consider Block II and Block III configurations of the aircraft.

MH-60T Jayhawk

The United States Coast Guard will upgrade and modernize its current Sikorsky HH-60J JAYHAWK helicopter fleet to meet its expanded Homeland Defense responsibilities, according to the revised Deepwater Implementation Plan presented to Congress in April 2005. Deepwater outlines the USCG's long-range acquisition strategy across its entire inventory of cutters and aircraft to provide improved systems for command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) and innovative logistics support.

An earlier version of Deepwater called for the purchase of a new and smaller aircraft to replace the JAYHAWK as the Coast Guard's Medium Range Recovery (MMR) Helicopter. In light of the USCG's post 9-11 requirements, Deepwater now forgoes the new aircraft and calls for upgrading the current HH-60J JAYHAWK.

The newly-designated MH-60T will be fitted with a new state-of-the-art cockpit, new search /weather radar and Electro-Optics/IR units, upgraded engines and airframe, and an Airborne Use of Force Package to provide more firepower and protection from small arms fire.

The JAYHAWK is a variant of the Sikorsky H-60 product line currently used by all five branches of the US military along with 25 governments across the world. The JAYHAWK is a rugged, proven, versatile multi-mission military aircraft well suited to the task. Sikorsky Aircraft delivered 42 HH-60Js to the Coast Guard for search and rescue (SAR), offshore law enforcement, drug interdiction, aids to navigation and environmental protection.

Keep in mind the different models of the H-60 in the US Armed Forces inventory by taking a note of its paint scheme:

Black/White: UH-60 Blackhawk (US Customs and Border Patrol and Homeland Security)
Gunship Grey: HH-60 and MH-60 Pave Hawk (USAF Special Ops)
Light Ghost Grey: MH-60S Knighthawk, SH-60 Seahawk (both US Navy)
Olive Drab: UH-60 Blackhawk (US Army)
White/Orange: HH-60 Jayhawk (US Coast Guard)

Mission	Variant
Anti-Submarine Warfare	SH-60
Combat Search & Rescue	SH-60
Drug Interdiction	HH-60
Electronic Warfare	UH-60
Medical Evacuation	SH-60
Naval Special Warfare	SH-60
Presidential Transport	VH-60
Search & Rescue	HH-60, SH-60
Space Shuttle Support	HH-60G
Special Operations	HH-60, MH-60
Troop Transport	MH-60S, UH-60
Undersea Warfare	SH-60
Vertical Replenishment	MH-60S
VIP Transport	VH-60

HH-60G Pave Hawk
    Primary Function: combat search and rescue and military operations other
    than war in day, night or marginal weather conditions.
    Builder: United Technologies/Sikorsky Aircraft Company
    Power Plant: Two General Electric T700-GE-700 or T700-GE-701C engines
    Thrust: 1,560-1,940 shaft horsepower, each engine
    Length: 64 feet, 8 inches (17.1 meters)
    Height: 16 feet, 8 inches (4.4 meters)
    Rotor Diameter: 53 feet, 7 inches (14.1 meters)
    Speed: 184 mph (294.4 kph)
    Maximum Takeoff Weight: 22,000 pounds (9,900 kilograms)
    Range: 445 statute miles; 504 nautical miles (unlimited with air refueling)
    Armament: Two 7.62mm machine guns
    Crew: Two pilots, one flight engineer and one gunner
    Date Deployed: 1982