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.
Most recent development, revealed in model form at Asian Aerospace, Singapore, February 2000, involves incorporation of external stores support system (ESSS) of UH-60/S-70A series, as well as MH-60R sensor suite. According to Sikorsky, this proposed version evolved in response to requests from potential customers in and around Pacific Rim, such as Indonesia, Malaysia and Singapore. If proceeded with; new version would have maximum take-off weight of around 11,340kg.
SH-60B: Initial production version for ASW/ASST; 181 built for US Navy, excluding prototypes. Detailed description applies tu SH-60B, unless otherwise stated.
NSH-60B: Designation applied to two SH-60B (162337 and 162974) assigned to permanent test duties at Patuxent River, Maryland.
SH-60F: 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.
SH-60F has all LAMPS Mk III avionics, fairings and equipment removed, including cargo hook and RAST system main and tail probes, but installation provisions retained. Replaced by integrated ASW mission avionics including Honeywell AN/AQS-13F dipping sonar, MIL-STD-1553B databus, dual Litton AN/ASN-150 taclical navigation computers and AN/ASM-614 avionics support equipment, automatic flight control system with quicker automatic transition and both cable and Doppler autohover, tactical datalink with other aircraft, communications control system, multifunction keypads and displays for each of four crew members; internal/ external fuel system and extra weapon station to port allowing carriage of three Mk 50 homing torpedoes; provision for surface search radar, FLIR, night vision equipment, passive ECM, MAD, air-to-surface missile capability, sonobuoy datalink, chaff/sonobuoy dispenser, attitude and heading reference system (AHRS), Navstar GPS, fatigue monitoring system and increase of maximum T-O weight to 10,659kg; secondary missions include SAR and plane guard.
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.
HH-60H: 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.
Close derivative of SH-60F, with Т700-GE-401С engines and HIRSS as SH-60B/F; equipment includes Litton AN/APR-39A(XE)2 RWR, Raytheon AN/AVR -2A(V) laser warning receiver, Honeywell AN/AAR-47 missile plume detector, Lockheed Martin AN/AJJB-47 chaff/flare dispenser, Sanders AN/ALQ-144 IR jammer, Elbit ANVIS 7 NVG/HUD system and two cabin-mounted M60D 7.62mm machine guns; provision for weapon pylons; required to operate from decks of FFG-7, DD-963, CG-47 and larger vessels, as well as unprepared sites. Cubic AN/ARS-6 personnel locator system installed from FY91. Some equipped with Indal RAST (recovery assist, secure and traverse) equipment. 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.
HH-60J Jayhawk: Ordered in parallel with НH-60Н; 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.
SH-60J: Mitsubishi is manufacturing more than 100 SH-60J Seahawks for JMSDF.
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 has 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-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. Training unit HSL-41 at North Island, California, will be first squadron, with fleet introduction not now expected until late 2005.
US Navy Helicopter Master Plan called for SH-60B, SH-60F and HH-60H to be included in the remanufacture programme. Development delays and cost concerns in 2000-01 prompted Navy to restructure programme with mostly new-build MH-60R, which will be purchased for US$1 million to US$3 million more than remanufactured examples and also allow the Navy to implement measures to improve power to weight performance. Of total 243 MH-60R required, only two prototypes and first nine "production" aircraft are remanufactured 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, the latter in relatively shallow water. New systems added to enhance countermeasures and passive and active detection capability. Initial upgrade package abandoned on grounds of high cost in 1998, when less costly programme, making extensive use of COTS technology, was adopted. Lockheed Martin secured US$61 million contract in third quarter of 1998 for development of common cockpit prototype applicable to MH-60R and MH-60S variant. Under terms of contract, Lockheed Martin provided flight instrument displays, two MFDs, two operator keysets and digital communications suite as well as Litton integrated INS/GPS, mass memory unit, mission and flight management computers and applicable operational software for both versions. New "glass cockpit" centred around Lockheed Martin-developed computer systems, but using commercial PowerPC processors, with data presented to pilots via electronic flight instrument display and multifunction mission display.
Other changes on MH-60R include deletion of MAD, addition of AGM-114 Hellfire anti-armour missile and two additional stores stations, databus, Telephonics AN/APS-147 multimode radar, Raytheon/Thomson-Marconi Sonar AN/AQS-22 (FLASH) advanced airborne low-frequency dipping sonar, AN/AYK-14 mission processor and AN/UYS-2A enhanced modular signal processor. Lockheed Martin AN/ALQ-210 ESM, Raytheon AN/AAS-44 FLIR/laser ranger and NVG compatibility. MTOW expected tn rise to 10,659kg. May eventually be fitted with new, more powerful engine.
Two SH-60B (162976 and 162977) selected as prototypes; 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.
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. Successful conclusion of OpEval will clear way for Milestone III approval of full- rate production starting in FY05. Full funding of a second LRIP batch (of six new-build helicopters) will occur in FY04.
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.
Exported to Australia, Greece, Japan, Spain, Taiwan, Thailand and Turkey (see Current Versions). S-70B-4 and -5 are derivatives of SH-60F and HH-60H, respectively; not taken up.
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.
DESIGN FEATURES: 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 ЗА Navstar GPS; before production cutbacks, 115 Penguin-capable Seahawks to come from retrofitting back to Lot 5, but only 28 launch kits (delivered 1997) so far ordered.
FLYING CONTROLS: As for UH-60.
STRUCTURE: Basically as for UH-60 plus marine corrosion protection; single cabin door, starboard side, narrower than on UH-60.
LANDING GEAR: Generally as for UH-60, but with twin tailwheel positioned further forward to facilitate operation from landing platforms on warships.
POWER PLANT: TWO 1,260kW intermediate rating General Electric T700-GE-401 turboshafts in early aircraft; 1,342kW T700-GE-401С 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.
ACCOMMODATION: 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.
SYSTEMS: Generally as for UH-60A.
AVIONICS: Refer also to Current Versions for variants other than SH-60B.
Comms: Rockwell Collins AN/ARC-159(V)2 UHF, Rockwell Collins AN/ARC-174(V)2 HF, Hazeltine AN/ AFX-76A(V) and Honeywell AN/APX-100(V)1 IFF transponders, TSEC/KG-45(E-1) communications security set, TSEC/KY-75 voice security set Telephonics OK-374/ASC communications system control group. Satellite communications planned for MH-60R.
Radar: Raytheon AN/APS-124 search radar on SH-60R and Telephonics AN/APS-147 on MH-60R (Racal Super Searcher for Australia; Telephonics AN/APS-128PC for Taiwan; Telephonics AN/APS-143(V) for Turkey).
Flight: Rockwell Collins AN/ARN-118(V) Tacan, Northrop Grumman AN/APN-127 Doppler, Rockwell Collins AN/ARA-50 UHF DF, Honeywell AN/ APN-194(V) radar altimeter. US Navy began testing version of Raytheon Joint Precision Approach and Landing System (JPALS) on an SH-60 in 2002 and this system is expected to begin replacing existing radar-based shipboard precision approach system from 2005-06.
Mission: Sikorsky sonobuoy launcher, Flightline AN/ ARR-75 and R-1651/ARA sonobuoy receiving sets (AN/ ARR-84 receiver in Australian Seahawks and for USN Block 1 upgrade), Raytheon AN/ASQ-81(V)2 towed MAD (CAE AN/ASQ-504(V) internal MAD in Australian Seahawks), Raymond MU-670/ASQ magneric tape memory unit, Astronautics IO-2177/ASQ altitude indicator, Fairchild AN/ASQ-164 control indicator set, Fairchild AN/ASQ-165 armament control indicator SCT, IBM AN/U YS- l(V)2 Proteus acoustic processor (Computing Devices UYS-503 for Australia) and CV-3252/A converter display, GD Information AN/ AYK-I4 (XN-1A) digital computer, Raytheon AN/ ALQ-142 ESM, Sierra Research AN/ARQ-44 datalink and telemetry (Rockwell Collins DHS-90I in Australian Seahawks). SH-60F has Honeywell AN/AQS-13F dipping sonar (AN/AQS-18 in Taiwanese S-70). During 1991 Gull War, pod-mounted Hughes (now Raytheon) AN/ AAQ-16 FLIR fitted to five SH-60B and Raytheon AN/ AAQ-17 FUR deployed on one SH-60B; BAE Systems Sea Owl IR turret evaluated later in 1991. Raytheon AN/ AAS-44 FLIR/laser ranger on MH-60R. Australian examples also acquired AN/AAQ-J6 FLIR for 1991 Gulf War. Raytheon AN/AAQ-27 FLIR system adopted as part of upgrade of Australian Seahawks to be undertaken by Tenix Defence Systems. US Navy to acquire airborne laser mine detection system for SH-60B and MH-60R; Northrop Grumman system selected in mid-2000, with 36 month engineering and manufacturing development (EMD) from 2001, followed by production decision before the end of 2004. Greek aircraft retrofitted with AN/AAQ-22Q Star SAFIRE FLIR sensor between November 2002 and June 2003; Raytheon AN/AAS-44 reportedly to be installed on three new Aegean Hawks which have still to be delivered.
Self-defence: ESM systems include Raytheon AN/ APR-39 RWR on HH-60H; none on SH-60F. MH-60R has Lockheed Martin AN/ALQ-210 ESM. Australian Seahawks fitted with AN/ALE-47 chaff/flare dispensers and AN/AAR-47 missile detectors for 1991 Gulf War. Upgrade of Australian Seahawks to include ESM based on Elisra AES-210 system.
EQUIPMENT: External cargo hook (capacity 2,722kg) and rescue hoist (272kg) standard. SH-60B/F and MH-60R have provision for eight sonobuoys.
ARMAMENT: US Navy armament includes up to three Mk 46 torpedoes and (IOC 1993) NFT AGM-119B Penguin Mk 2 Mod 7 anti-shipping missiles. Block I upgrade integrated Penguin and Honeywell Mk 50 Advanced Lightweight Torpedo from 1993. HH-60H has two pintle-mounted M240G 7.62mm machine guns and cleared in 1996 to operate with AGM-114 Hellfire ASM. HH-60H can operate with 70mm rocket pods and CAU-17/A 7.62mm forward-firing guns. Hellfire to be included in SH-60B and MH-60R armament for attacking small ships. In early 2001, US Navy contemplating undertaking a risk reduction flight test programme for the Israel Military Industries Light Defender srandoff loiter weapon system using an SH-60B; at present, US Navy has no definite plans to use this weapon, but it could be deployed for soft targets.
Jane's All the World's Aircraft, 2004-2005
FACTS AND FIGURES
- Taiwan operates the S-70C(M)-1, equipped
with new radar and torpedoes, from
'Kwang Hua I'-class frigates.
- During the Gulf War two downed pilots
were rescued by US Navy SH-60s.
- Door-mounted machine-gun armament is
often carried by US Navy SH/HH-60s.
- A third version operated by the US Navy
is the HH-60H (unofficially called 'Rescue
Hawk') for the rescue of downed aircrew.
- The US Coast Guard flies the HH-60J
Jayhawk in the search-and-rescue role.
- The only US Marine Corps H-60s are nine
VH-60N 'Presidential Hawks' for VIPs.
|Technical data for SH-60B
Dimensions: as UH-60A,
empty weight: 6,191kg,
mission gross weight: 9,575kg,
max take-off weight: 9,926kg,
cruising speed at 1,525m: 272km/h,
rate of climb at sea level: 213m/min
|Robert, e-mail, 07.08.2015||reply|
Looking for any information on the rescue of a USAF pilot by a Navy SH-60 crew in the first Gulf War.
|Graham, e-mail, 03.11.2013||reply|
I am a model warship builder (1:72 scale) are you able to supply general arrangement plans to build a MH-60R Seahawk for the current model ship I am building, Air Warfare Destroyer.
|Mike Trout, e-mail, 07.03.2013||reply|
|John, e-mail, 04.07.2014||reply|
What is that torpedo like shape on the bottom of the seahawk is it a external fuel tank or something else ...thank you
|hariram, e-mail, 30.04.2008||reply|
Which version of the marinised Sea Hawk is capable of carrying two Penguin ASMs? Or is it only one such ASM on all the Naval Versions ?
Do you have any comments ?
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