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SH-60 Seahawk

The Seahawk is a twin-engine helicopter. It is used for anti-submarine warfare, search and rescue, drug interdiction, anti-ship warfare, cargo lift, and special operations. The Navy's SH-60B Seahawk is an airborne platform based aboard cruisers, destroyers, and frigates and deploys sonobouys (sonic detectors) and torpedoes in an anti-submarine role. They also extend the range of the ship's radar capabilities. The Navy's SH-60F is carrier-based. The H-60 helicopter is also used by the US ARMY, the US AIR FORCE, and the Coast Guard.

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Project History:

The LAMPS project is a $3.9 billion dollar long range program that is the Navy's reaction to a deficiency in surface fleet antisubmarine warfare (ASW). The program evolved in 1970 from an urgent requirement of the Chief of Naval Operations (CNO) for a program to develop a manned helicopter that would support and serve as a ship's tactical ASW air arm. The advanced sensors, processors, and display capabilities aboard the helicopter would enable the ship to extend its capabilities beyond the classic line-of-sight limitations for surface threats, and the distance limitations for acoustic detection, prosecution and attack of underwater threats.

To meet Under-Sea Warfare (USW) needs, the United States Navy developed the Light Airborne Multi-Purpose System (LAMPS). The LAMPS role initially was filled (in the early 1970s) by the installation of shipboard equipment and conversion of the Kaman SH-2 Seasprite helicopter (already in the Navy's inventory) to a LAMPS configuration. As that proved successful, the Navy planned for a Mk II version employing similar electronics but different helicopter platforms. In FY 1972, the CNO abandoned LAMPS Mk II in favor of the Mk III system.

LAMPS Mk III added improved electronics as well as greater range, and the Recovery, Assist, Securing, and Traversing (RAST) system for all-weather shipboard recovery. This aircraft "haul-down" system expands LAMPS aircraft recovery to a sea-state Condition 5 (winds to 33 knots, and sea wave swells to 13 feet). The S-70L, since designated SH-60B Seahawk, was United Technology Sikorsky Division's submission for the Navy's LAMPS Mk III competition. It was selected as the winner in September 1977 in preference to the Boeing Vertol's Model 237, Detail design of the Seahawk was initiated by a U.S. Navy award to Sikorsky of $2.7 million sustaining engineering contract. Concurrently, General Electric was given a $547,000 contract for further development of the T700-GE-401 advanced turboshaft engine to provide increased power and improved corrosion resistance. Additionally, a $17.9 million contract went to IBM Federal Systems to continue development of the avionics essential for the SH-60B to fulfill the LAMPS Mk III role.

On 28 February 1978, it was announced that the U.S. Department of Defense (DOD) had authorized full scale development of the SH-60B and had awarded Sikorsky Aircraft a $109.3 million contract for the development, manufacture, and flight testing of five prototypes, plus a further airframe for ground testing. Earlier, Sikorsky had updated the original UH-60A Blackhawk mockup to SH-60B configuration, this aircraft was reviewed formally by Department of Defense officials prior to the announcement of the contract award, In July and August 1978, this mockup was used for shipboard compatibility trials (37k) on board the frigate USS OLIVER HAZARD PERRY (FFG 7), and the SPRUANCE class destroyer USS ARTHUR W. RADFORD (DD 968).

In mid-September 1978, the Navy responded to congressional demands and reported to the Senate Armed Services Committee that it had restructured the LAMPS project to reflect $401.2 million in cuts without adversely affecting the $3.9 billion overall program. In earlier sessions, the House recommended ending the program in favor of updating the existing LAMPS Mk I system.

In February 1979, the main transmission of the SH-60B completed qualification trials during which it was tested to a maximum of 3600 shaft horsepower (shp). That performance was 600 shp in excess of the Navy's mission performance specifications. On 29 March 1979, it was announced that final assembly of the first Seahawk prototype (53k) had begun, and the first flight was made on 12 December 1979. The remaining four prototypes were flown in early mid-1980, and operational evaluation began in November of that year in time to obtain the results for a Defense System Acquisition Review Council (DSARC) at the Pentagon. With DSARC's support, the Navy was able to gain congressional approval to procure 204 of these new helicopters.

LAMPS MK III completed OPEVAL in February 1982 and was found to be effective and suitable. FOT&E which tested the LAMPS MK III Block I Upgrade was completed in 1993 with similar results. The LAMPS Block II Upgrade entered EMD in FY93 and building on the Block I Baseline, includes major avionics modifications. The Navy plans to install this upgrade in former SH-60B, SH-60F or HH-60H airframes that have undergone "remanufacture" in the H-60 Service Life Extension Program (SLEP), the resultant aircraft to be designated a SH-60R.

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The SH-60B

Description:

The SH-60B is designed to operate as an integral fighting unit aboard specifically configured OLIVER HAZARD PERRY (FFG 7) class Guided Missile Frigates, SPRUANCE (DD 963) class Destroyers, ARLEIGH BURKE Flight IIA Guided Missile Destroyers, class Guided Missile Destroyers and TICONDEROGA (CG 47) class Guided Missile Cruisers. What makes the SH-60B different from other helicopters (such as the Army's BLACKHAWK) is its capability to fully integrate with LAMPS capable warships. The Light Airborne Multipurpose System (LAMPS) is part of a complete weapon (ship/air) system.

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Features:

The SH-60B has a large suite of electronic sensors including radar, electronic support measures (ESM), forward looking infrared (FLIR), and passive/active underwater acoustic devices (sonobouys). All of this equipment is networked into a centralized tactical computer allowing the aircraft to act as a distant and elevated platform for sensors, remote classification/detection, and weapon delivery. All of the information gathered by aircraft sensors are passed back to the ship via a high speed digital radio signal. Personnel located in the ship's Combat Information Center (CIC) can not only view the "downlinked" information in real time, but can also control many of the helicopter's systems remotely. This system extends the ship's sensor, tactical control and attack capabilities while minimizing the risk of counterattack or detection by an enemy.

SH-60B Aircraft prior to BUNO 162349 are capable of the antiship surveillance and targeting (ASST) and ASW roles only. Effective with BUNO 162349 and subsequent, LAMPS MK III are equipped to employ the Mk 2 Mod 7 Penguin missile. LAMPS MK III equipped with the missile can be used in the additional role of ASUW attack. This recent SH-60B modification incorporated the ability to carry the AGM-119B Penguin missile, giving the Seahawka potent surface strike capability. When used in an ASUW mission, the aircraft provides a mobile, elevated platform for observing, identifying, and localizing threat platfoms beyond the parent ship's radar and/or electronic support measure (ESM) horizon. When a suspected threat is detected, classification and targeting data is provided to the parent ship via the datalink for surface-to-surface weapon engagement. Penguin missile equipped aircraft may conduct independent or coordinated attack, dependent upon the threat and tactical scenario. The Penguin is launched at a surface target acquired on the helicopter's radar. Once launched it becomes a "fire-and-forget" weapon which automatically homes in on its target. The Global Positioning System has also become standard equipment on most SH-60Bs. Some LAMPS MK III Seahawks already carry Hellfire missiles and night vision goggles. In addition, funding has been allocated to retrofit all SH-60Bs in the HSL community with forward-looking infrared (FLIR) sensors.

There are two data link antennas--one forward and one aft on the underside of the aircraft. The search radar antenna is also located on the underside of the aircraft. Other antennas (UHF/VHF, HF, radar altimeter, TACAN, ESM, sonobuoy receivers, doppler, ADF, IFF, and GPS) are located at various points on the helicopter.

The left inboard, left outboard, and right weapon pylons accommodate BRU-14/A weapon/stores racks. Fittings for torpedo parachute release lanyards are located on the fuselage aft of each weapon pylon. Effective on BUNO 162349 and subsequent, the left and right inboard pylons have wiring and tubing provisions for auxiliary fuel tanks. All pylons have wiring provisions to accommodate the MK 50 torpedo. The left outboard weapon pylon can accommodate a missile launch assembly (MLA) which is used to mount the MK 2 MOD 7 Penguin air-to-surface missile.

The magnetic anomaly detector (MAD) towed body and reeling machine are mounted on a faired structure that extends from the forward tail-cone transition section on the right side of the aircraft. It is positioned above and aft of the right weapon pylon. The sonobuoy launcher is located on the left side of the aircraft above the left weapon pylon. The sonobuoy launcher is loaded from ground level outside the aircraft. Sonobuoys are pneumatically launched laterally to the left of the aircraft.

The airborne RAST system main probe and external cargo hook are on the bottom fuselage centerline, just aft of the main rotor center line. Fuel service connections, for both gravity and pressure refueling, are located on the left side of the aircraft aft of the weapon pylons. Dual-engine water wash is manifolded from a single-point selector valve connector on the left side of the aircraft above the sensor operator's (SO) window.

The long strokes of both main and tail wheel oleos are designed to dissipate high-sink-rate landing energy. Axle and high-point tie downs are provided at each main gear. Fuselage attachments are provided above the tail gear for connection to the RAST tail-guide winch system allowing aircraft maneuvering and straightening aboard ship and for tail pylon tie down. Emergency flotation bags are installed in the stub wing fairing of the main landing gear on both sides of the aircraft.

Hinged doors on each side of the cockpit provide normal access to and from that station. A sliding door on the right side of the fuselage provides access to and from the cabin.

The sensor operator's (SO) console is located in the cabin, as well as provisions for a removable instructor/passenger seat, a passenger seat, and a litter. The ATO station is located on the left side of the aircraft cockpit. It is equipped with, or offers access to, a full complement of aircraft flight controls and instruments.

The overhead console, located above the pilot and ATO stations, contains aircraft system control panels involving circuit breakers, console/instrument light controls, external light controls, fire-extinguisher controls, engine controls, and several miscellaneous controls. The lower console is located in the cockpit between the pilot and ATO stations. It contains the ATO avionics, AFCS, and communications controls. The lower console is accessible by either the ATO or the pilot. The ATO's keyset is located on the lower console. The multipurpose display (MPD) is located on the instrument panel between the ATO flight instrument panel and a caution/advisory panel. The collective on the ATO's side telescopes to allow improved cockpit ingress and egress. In addition, locations are provided in the cabin for two fire extinguishers, two first aid kits, two canteens, a relief bag container, a crash axe, a map case, and a back-up messenger kit.

The cabin is arranged with the SO station on the left. facing forward. Most of the components of the avionics system are physically located in the SO console rack, situated aft of the ATO's seat, and in the mission avionics rack (MAR), situated aft of the pilot's seat. The SO console contains the necessary controls and indicators for the SO to perform the missions of antisurface warfare (ASUW) and antisubmarine warfare (ASW). To the right of the SO station seat is a seat which accommodates an instructor or, if desired, an additional passenger. The primary passenger seat is on the aft cabin bulkhead, located on the right side. The hoist controls and hover-trim panel are located adjacent to the cabin door. The cargo hook hatch is located forward of the RAST probe housing.

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SH-60B Video Gallery:

The following video clips were recorded by us. They were recorded in Mayport on July 31, 2000. Just click on an image to view the respective video clip.

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SH-60B Image Gallery:

The photos below were taken by me when USS CAPE ST. GEORGE (CG 71) visited Kiel, Germany, on June 16, 2001.

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The SH-60F and HH-60H

Description:

The SH-60F operates primarily off of aircraft carriers, providing close-in anti-submarine protection of the carrier battle group, and search and rescue (SAR) support during carrier flight operations. During anti-submarine operations the SH-60F employs a powerful dipping sonar, an arsenal of sonobuoys, and Mk 50 torpedoes. The SH-60F is also used extensively for logistics, transporting personnel, mail, and supplies between ships in the carrier battle group. A variant of the SH-60F, the HH-60H is designed specifically as a Combat Search and Rescue (CSAR) and Naval Special Warfare platform.

The SH-3H Sea King has been replaced by the SH-60F Sea Hawk helicopters as the anti-submarine warfare helicopter. The transition was completed in the mid 1990s. The SH-60F has the means to detect, localize, track and attack enemy submarines as well as provide the task force with utility support. The SH-60F crew consists of two pilots and two sensor operators, one of whom is a fully qualified search and rescue swimmer who is ready at all times for rescue operations.

The SH-60F's primary missions include all SH-60B missions (Surface and Under Sea Warfare, Search and Rescue, Medical Evacuation, Vertical Replenishment, Naval Surface Fire Support, and Communications Relay) while adding "Plane Guard." This is a rescue mission that is airborne any time the host Aircraft Carrier is launching or recovering planes.

The other primary difference between the SH-60F and its SH-60B counterparts revolves around how the aircraft accomplishes its Anti-Submarine Warfare (ASW) mission. While the SH-60B launches sonobuoys and operates as an independent unit, the SH-60F working in tandem with other SH-60F's, will hover over a spot and lower a dipping sonar to listen for submarines.

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Features:

The SH-60F is also capable of deploying and monitoring sonobuoys which are launched from the sonobuoy tubes mounted in the cabin. A sonobuoy is an expendable device which transmits acoustic information to the helicopter. This information may be automatically relayed to the support vessel in the task force by a data link system. The SH-60F carries a wide array of ordnance, including the MK-46 or MK-50 torpedoes and M-60D machine guns.

The SH-60F defends the carrier against subsufarce contacts inside of 50 miles and can be tasked to prosecute submarines out to 150 miles. The SH-60F is capable of launching and processing both active and passive sonobuoys, but prosecution of hostile submarines is usually accomplished through the use of its active/passive dipping sonar. The SH-60F uses a variable depth sonar and sonobuoys to detect and track enemy submarines. Detection is primarily accomplished by using the AQS-13F dipping sonar which is deployed on a 1575 foot cable while the aircraft hovers 60ft above the ocean. The pilots are assisted in maintaining their 60ft day or night all weather hover by an automatic flight control system. The SH-60F is highly mobile and can "jump dip" to reposition its sonar for tracking evasive submarines. Active dipping sonar in combination with MK-46 or MK-50 torpedoes make the SH-60F the platform of choice for prosecuting hostile submarines.

The SH-60F uses a variable depth sonar and sonobuoys to detect and track enemy submarines. Detection is primarily accomplished by using the AQS-13F dipping sonar which is deployed on a 1575 foot cable while the aircraft hovers 60ft above the ocean. The pilots are assisted in maintaining their 60ft day or night all weather hover by an automatic flight control system.

There are two data link antennas--one forward and one aft on the underside of the aircraft. The search radar antenna is also located on the underside of the aircraft. Other antennas (UHF/VHF, HF, radar altimeter, TACAN, ESM, sonobuoy receivers, doppler, ADF, IFF, and GPS) are located at various points on the helicopter. The left inboard, left outboard, and right weapon pylons accommodate BRU-14/A weapon/stores racks. Fittings for torpedo parachute release lanyards are located on the fuselage aft of each weapon pylon. Effective on BUNO 162349 and subsequent, the left and right inboard pylons have wiring and tubing provisions for auxiliary fuel tanks. All pylons have wiring provisions to accommodate the MK 50 torpedo. The left outboard weapon pylon can accommodate a missile launch assembly (MLA) which is used to mount the MK 2 MOD 7 Penguin air-to-surface missile.

The magnetic anomaly detector (MAD) towed body and reeling machine are mounted on a faired structure that extends from the forward tail-cone transition section on the right side of the aircraft. It is positioned above and aft of the right weapon pylon. The sonobuoy launcher is located on the left side of the aircraft above the left weapon pylon. The sonobuoy launcher is loaded from ground level outside the aircraft. Sonobuoys are pneumatically launched laterally to the left of the aircraft.

Logistics missions include mail and passenger runs, medical Evacuations (MEDEVAC) and vertical replensihment (VERTREP). Both the SH-60F and HH-60H are capable of all logistics missions, but the HH-60H is better suited for most missions because of its larger internal capacity. the cabin of the "H" can be fitted with 10 passenger seats while the "F" is able to carry only 3 passengers in addition to its crew. both aircraft have an external cargo hook which is capable of carrying 6,000 pounds and is used for heavy loads or bulky loads that cannot be fit into the cabin.

The airborne RAST system main probe and external cargo hook are on the bottom fuselage centerline, just aft of the main rotor center line. Fuel service connections, for both gravity and pressure refueling, are located on the left side of the aircraft aft of the weapon pylons. Dual-engine waterwash is manifolded from a single-point selector valve connector on the left side of the aircraft above the sensor operator's (SO) window. The long strokes of both main and tail wheel oleos are designed to dissipate high-sink-rate landing energy. Axle and high-point tiedowns are provided at each main gear. Fuselage attachments are provided above the tail gear for connection to the RAST tail-guide winch system allowing aircraft maneuvering and straightening aboard ship (41k) and for tail pylon tiedown. Emergency flotation bags are installed in the stub wing fairing of the main landing gear on both sides of the aircraft.

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HH-60H Video Gallery:

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SH-60F / HH-60H Image Gallery:

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The Future - The CH-60:

The CH-60 Fleet Combat Support Helicopter is the future aircraft for organic mine countermeasures, combat search and rescue, special operations, and logistics support. The CH-60 will complement and eventually replace the Navy's aging fleet of H-46 helicopters, which is experiencing a near-term inventory shortfall due to the advanced airframe life throughout the H-46 fleet. The CH-60 meets or exceeds all the requirements of the current aircraft, is compatible with all current and future Combat Logistics Force ships, and is an NDI platform program that will provide commonality with existing integrated logistics systems and fleet trainers. Combining the tested and battle-proven U.S. Army UH-60 Blackhawk fuselage and Navy SH-60 Seahawk dynamic components, the CH-60 will be a superb aircraft. The commonality bred into the helicopter not only contributes to mission effectiveness, but will provide logistics and acquisition efficiencies. The CH-60 is the linchpin of the Navy Helicopter Master Plan, replacing H-46s as they retire and increasing standardization for training, maintenance, and operations as older SH-3s, UH-1Ns, and MH-53s are replaced in the out years.

The first demonstration aircraft was built in FY 1997 and first flew in October 1997. Preliminary testing has completed, and the demonstration aircraft met all expectations. The Navy has since joined in a multi-service, multi-year procurement with the Army. Production development began in FY 1998, and the Navy took delivery of its first CH-60 in FY 1999. The Navy plans to buy as many as 237 of these aircraft; 15 are funded in FY 2001.

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