·General
·Primary Features
·HCS-5 HH-60H BUNO Numbers
HCS-5 operated eight Sikorsky HH-60H Rescue Hawk helicopters. The Rescue Hawk is a variant of the SH-60F Seahawk, specifically designed for combat search and rescue (CSAR) and naval special warfare support (NSW/SPECWAR) operations. HCS squadrons trained to operate from a multitude of overland and overseas locations, focusing primarily on forward-based areas within the combat AOR.
The HH-60H was created in order to blend the CSAR mission of the HH-3 Sea King with the SPECWAR mission of the HH-1K Iroquois, gaining substantial improvements in both performance and capability. 42 aircraft were produced between 1988 and 1995; some were modified SH-60F airframes, and others were built from the ground-up. On 28 July 1989, HCS-5 became the first squadron to receive the HH-60H, BuNo 163785.
The aircraft retains the same basic airframe and core avionics of the SH-60F and incorporates many of the ballistic tolerance attributes of the Army/Air Force M/HH-60, which are ideally suited for CSAR and SOF missions. However, the aircraft has numerous modifications to give it the tactical edge in the medium threat environment. The large, empty cabin area of the HH-60H allows maximum room available for personnel or troops. The cabin could be configured with a seat bar and up to 10 seats, but was typically rigged with just two aft seats during combat missions. Different from its Blackhawk brethren, the HH-60H has one single right door, and two left gunners windows. It does have FRIES (Fastrope Insertion and Extraction System) bar capability, but only one bar can be used out the right door. The cabin roof structure has provisions for four high-strength rings, used for securing ropes and lanyards during Special Warfare insertion and extraction missions, including Rappel, SPIE and K-Duck. Since the aircraft does not have forward gunners windows like the Blackhawk, aircrews must employ weapons from the cabin door and forward gunner's window. The right weapon partially blocks access to the cabin, but HCS crews would train to bungee the weapon forward to expedite insertions and extractions. During SAR and CSAR missions, a rescue hoist with a lifting capacity of 600 pounds is available on the right side of the fuselage above the cabin door. The Fastrope can also be rigged from the stowed rescue hook.
Crew-served armament consisted of two M-240D machine guns, two GAU-17A miniguns, or a mix of the two. The HH-60H's survivability equipment consists of a radar warning system (APR-39), a chaff/flare dispenser (ALE-47) and an infrared jammer (ALQ-144). It has an advanced forward looking infrared (FLIR) capability and radar and infrared countermeasures as well as passive laser and radar detection systems. FLIR incorporates an integrated laser designator, and is used to assist with classification of surface targets at long ranges, and provide laser guidance for up to four Hellfire missiles, mounted on an extended pylon on the left. The engines are also mounted with a hover infrared suppression system (HIRSS). For VERTREP, the aircraft features a 6,000 lb external cargo hook, and is cleared for a 7,468 lb useful load. The HH-60H is designed for extended mission endurance and range, and can carry four crew members and 8 passengers. For CSAR operations, the ARC-210 radio and ARS-6 DALS (Downed Aviator Locator System) help to guide the aircraft to the exact spot of the downed aviator.
Primary features of the HH-60H Rescue Hawk:
- Two left side movable gunners' windows
- Pintle mounts for right and left crew-served weapons.
- The cabin is completely empty from the cockpit to the aft wall, with the exception of an avionics rack.
- Infrared suppression systems including HIRSS exhaust nozzles (Hover Infrared Suppression System) and engine cooling vents and ducts
- Digital Automatic Flight Control System, capable of coupled hover and automatic approach/departure during overwater operations
- Combat survivability features including a self-sealing fuel cell, cabin floor armor, Kevlar pilot seats, teflon-coated transmission gears to extend operation where damage has caused the loss of lubricating oil
- Countermeasure systems including ALE-39 Chaff/Flare buckets, APR-39 Radar Warning Receiver set, and ALQ-144 IR jammer
- Tactical navigation and communication including the ARS-6 Downed Aviator Locator System (DALS), LST-5 SATCOM, GPS systems, VHF/UHF/HF radios and Doppler/Radar Altimeter/TACAN systems.
- NVG-compatible lighting throughout the helicopter, including cockpit, cabin, IR position lights and five IR formation lights on the exterior of the fuselage.
- T700-GE-401C motors producing more torque and power than standard T700 Blackhawk motors
- Rescue hoist (600 lb capacity) and cargo hook (6000 lb capacity)
- Addition of an electrically-powered third hydraulic pump
| BUNO | Side No | Notes |
|---|---|---|
| 163785 | 300 | Received from Sikorsky on 28 July 1989. Transferred to SDLM on 24 July 1998. HCS-4 took receipt of the aircraft from SDLM later that year. Aircraft serving with HS-2 as of January 2009. |
| 163784 | 302/300 | VX-1 first received the aircraft on 27 April 1989 for test and evaluation. VX-1 made numerous test modifications to airframe and electrical systems (some of which were never removed), making her unique among other HH-60H airframes. Transferred to HCS-5 on 13 November 1990. Became NW-300 when 163785 transferred to HCS-4 in 1998. Made two deployments to Iraq. Transferred to HS-6 on 1 December 2006. Aircraft is currently painted in a two-tone blue camoflage scheme, and serving with HS-6 as of January 2009. |
| 165119 | 301 | Was one of six SH-60F airframes (165113 to 165119), converted to HH-60H configuration. Received from Sikorsky in 1996. Suffered Class A mishap damage in Iraq on 8 April 2003. Aircraft was repaired and returned to flight March 2005 after 20 months in rework. Returned to Iraq in August 2005. Aircraft transferred in October 2006, and served tours with HS-2 and HS-10. Currently serving with HSC-84. |
| 163786 | unknown | Received from Sikorsky in November 1989. Modex unknown, no photos, more research required. |
| 163787 | 301/302 | Received from Sikorsky in November 1989 and designated 301. Deployed to Saudi Arabia in support of Desert Storm CSAR operations in December 1990. Transferred to HCS-4 in 1991. In 1996, aircraft suffered a tail disconnect failure in a 50 foot hover, resulting in a hard landing. Aircraft was repaired and returned to service. Aircraft returned to HCS-5 on 17 February 2000, and was designated 302. Made two trips to Iraq with HCS-5. Transferred to HSC-84, August 2006. |
| 163788 | 303 | Received from Sikorsky on 13 November 1989. Transferred to HS-8 on 10 January 2003, and served with HS-2 until May 2009. Currently serving with HSC-84. |
| 163789 | 304 | Received from Sikorsky on 10 December 1989. Deployed to Saudi Arabia in support of Desert Storm CSAR operations in December 1990. Transferred to HCS-4, 23 July 1996. |
| 165256 | 304 | Received from NSAWC, NAS Fallon on 2 July 2004. Aircraft had a two-tone grey/charcoal gray paint scheme, as well as NSAWC markings. Aircraft considered to be an HH-60H-minus, due to the lack of GAU and SATCOM capability. Aircraft never deployed to Iraq. Transferred to HS-6 on 24 June 2006. Serving with HS-10 as of May 2009. |
| 163798 | 305 | Received 28 June 1991. On 17 October 1994, struck wires on a TERF route in Fallon, Nevada, suffering a hard landing and Class A damage. Aircraft was repaired and returned to service. Transferred to HS-6, 8 January 2003. Since transfer, has served with HS-6, HS-8, and is currently with HS-4 as Black Knight 616. | 163800 | 306 | Received from Sikorsky on 31 July 1991. Made three deployments to Iraq. Was the last aircraft to fly as a Firehawk, performing a cross-country ferry flight to HSC-84 in October 2006. |
| 164840 | 307 | Received from Sikorsky on 19 November 1994. Made two deployments to Iraq. Transferred to HSC-84 in August 2006. |
| 164843 | 310 | Received from Sikorsky on 24 February 1995. Made two deployments to Iraq. Transferred to HSC-84 in August 2006. |
| 164087 | 311 | (SH-60F) Received from HS-10 in February 2003 as a replacement for two HH-60H aircraft transferred to HSWINGPAC in January 2003. Transferred to HCS-4, May 2004. Currently back with HS-10 as of December 2008. photo courtesy of Andre Jans |
| 164088 | 312 | (SH-60F) Received from HS-10 in February 2003 as a replacement for two HH-60H aircraft transferred to HSWINGPAC in January 2003. Flew the last operational training mission for the squadron. Transferred back to HS-10 in October 2006. |
