Helicopters

When coupled with the Apache’s unique system of sensors approach, Longbow Fire Control Radar gives aircrews the capability to scan large areas at long ranges to identify threats and targets for prosecution with a low probability of being detected.

The US Army recently awarded LONGBOW Limited Liability Company (LBL), a joint venture of Lockheed Martin and Northrop Grumman Corporation, four Foreign Military Sales contracts to provide the AH-64E Apache helicopter AN/APG-78 LONGBOW Fire Control Radar (FCR) to Morocco, Netherlands, UAE, and India Army.

“The LBL team is excited to bring Morocco, Netherlands, and India Army into the LONGBOW FCR user community, and to update UAE with new capabilities, as the ever-evolving missions of our U.S. allies will benefit from our precision engagement capabilities,” said Jim Messina, LBL president, and Lockheed Martin program director, in the company news release. “The LONGBOW radar remains a relevant and important system for the missions Apache aircrews fly.”

The addition of Morocco, the Netherlands, and the Indian Army expands the LONGBOW customer base to include 16 foreign militaries and 14 nations. UAE is updating from the AH-64D to the AH-64E aircraft. These contracts are a direct result of the five-year production requirements contract the US Department of Defense awarded to LBL in 2016.

“As LONGBOW Joint Venture marks 35 years of successful partnership, the addition of these customers is a testament to the deep experience and dedication the team brings to advance the FCR system to support our customer’s missions,” said Shalini Gupta, LBL vice president, and Northrop Grumman director for LONGBOW programs.

When coupled with the Apache’s unique system of sensors approach, LONGBOW FCR gives aircrews the capability to scan large areas at long ranges to identify threats and targets for prosecution with a low probability of being detected. If a target is identified, the data can be handed off to a missile and launch system, or if a target needs further identification and classification, the data is handed off to the Modernized Target Acquisition Designation Sight (M-TADS) system for increased visual identification.

LBL is now providing increased FCR capabilities with the Apache AH-64E Version 6 helicopter. Version 6 FCR software enhancements provide new operational modes and capabilities, including maritime, single target track, and 360-degree surveillance mode, as well as extended detection range against land, air, and sea targets.

The AH-64E Guardian is the most advanced variant of the Apache helicopter and features improved digital connectivity, the Joint Tactical Information Distribution System (JTIDS), more powerful T700-GE-701D engines with upgraded face gear transmission to accommodate more power, capability to control unmanned aerial vehicles (UAVs), full IFR capability, and improved landing gear. New composite rotor blades, which successfully completed testing in 2004, increase cruise speed, climb rate, and payload capacity. Deliveries began in November 2011. Full-rate production was approved on Oct. 24, 2012, with 634 AH-64Ds to be upgraded to AH-64E standard and production of 56 new-build AH-64Es to start in 2019/20. Changes in production lots 4 through 6 shall include a cognitive decision-aiding system and new self-diagnostic abilities.

Photo by US Army

The empty weight of the CH-37 was 20,800 pounds and the maximum takeoff weight was 31,000 pounds. This gave a useful load of just over 10,000 pounds. The useful load does not factor in fuel so that number is actually reduced further by how far/long the helicopter needs to fly…

Designed to fulfill a 1950 Marine Corps requirement for a series of large transport helicopters, for a decade the CH-37 Mojave held the distinction of being the largest helicopter flying outside the Soviet Union.

The CH-37 prototype first flew in 1953 and entered service in 1956 with the US Army and US Marine Corps.

‘Helicopters in the mid-1950s and prior were powered by piston engines because jet engines were still fairly new and really only applied to new fighter aircraft,’ says Tyler Monson, an aviation expert on Quora. ‘These piston engines were originally designed for WWII bombers and fighters and were large and heavy to provide as much power as possible. While other helicopters of the 1950s were powered by a single-piston engine placed in the nose, the CH-37 was designed with twin-piston engines mounted in pods beside the fuselage.

‘The transport and heavy lift mission of the CH-37 meant that lots of internal space was needed within the helicopter for personnel and any cargo that would not be slung beneath on a cable. The cockpit was raised at the front of the aircraft and the nose below it opened into the large cabin via clamshell doors and a loading ramp.

‘Now you can understand why the CH-37 looks the way it does. But simply being ugly does not make a bad helicopter, so what was the problem?

‘It was just too underpowered. Its two 18-cylinder Pratt & Whitney R-2800 Double Wasp engines put out 2100 horsepower each. That sounds like a lot because it is. These engines were very powerful but also very heavy. Each one weighed 2360 pounds alone which gave a power-to-weight ratio of 0.89.’

He continues;

‘The empty weight of the helicopter was 20,800 pounds and the maximum takeoff weight was 31,000 pounds. This gave a useful load of just over 10,000 pounds. The useful load does not factor in fuel so that number is actually reduced further by how far/long the helicopter needs to fly. Now you can see why the CH-37 proved underwhelming.

‘By 1959 the first turboshaft engine helicopters, such as the famous UH-1 Huey, entered production. These turboshafts were much smaller than their piston counterparts and with much better power-to-weight ratios. Now turbine helicopters (such as the HH-3, CH-46, CH-47, CH-54, and CH-53) were being produced that exceeded the CH-37 in nearly every stat. Speed, maximum takeoff weight and useful load, range, altitude, and size. These helicopters served alongside the relatively small numbers of CH-37s in Vietnam and in the late 1960s the CH-37 was retired completely. 

‘The CH-53, for comparison to the CH-37 is as follows.

‘Entered service in 1966 with the US Navy and US Marine Corps. Powered by two General Electric turboshafts producing 3,925 horsepower each and a power-to-weight ratio of 5.5. An empty weight of 23,600 pounds and a maximum takeoff weight of 42,000 pounds gives a useful load of 18,400 pounds. The CH-53 could fly faster, higher, and further than the CH-37 and quickly took over in Marine’s heavy lift and transport duties.’

Monson concludes;

‘As for the few Mojaves left in Vietnam, they found a niche as a recovery helicopter, salvaging downed aircraft and equipment from the field.

‘After its retirement, it was either scrapped or found homes in museums and as static displays. It never found a career in the civilian world like the H-19 and H-34 did because it was just too large and too expensive. It might not be the absolute worst helicopter put into production but the timing of its introduction sure highlighted its deficiencies.’

Photo by U.S. Navy and U.S. Army

The final five of the 22 Apache attack helicopters were handed over to the IAF at Air Force Station, Hindan. Earlier in March, Boeing handed over the last five of 15 CH-47F(I) Chinook heavy-lift helicopters to the IAF.

Boeing has completed delivery of all new AH-64E Apache and CH-47F(I) Chinook military helicopters to the Indian Air Force (IAF). The final five of the 22 Apache attack helicopters were handed over to the IAF at Air Force Station, Hindan. Earlier in March, Boeing handed over the last five of 15 CH-47F(I) Chinook heavy-lift helicopters to the IAF.

“Customer centricity, commitment to the modernization and mission-readiness of India’s defense forces are key values to our partnership with India,” said Surendra Ahuja, managing director, of Boeing Defence India, in the company news release. “With this delivery of military helicopters, we continue to nurture this partnership and are fully committed to working closely with India’s defense forces to deliver the right value and capabilities to meet their operational needs,” Ahuja added.

India is one of 17 nations to select the Apache and has the most advanced variant, the AH-64E Apache which is also flown by the U.S. and many other countries. The AH-64E Apache is designed and equipped with an open systems architecture including the latest communications, navigation, sensor, and weapon systems. It has an improved Modernized Target Acquisition Designation System that provides day, night, and all-weather target information, as well as night vision navigation capability. In addition to classifying air and ground targets, the Fire Control Radar has been updated to operate in the maritime environment. It is uniquely suited to meet a commander’s needs, including reconnaissance, security, peacekeeping operations, and lethal attack, across myriad environments – without reconfiguration.

Twenty defense forces around the world either have Chinooks in service or are on contract to receive them. The iconic tandem-rotor helicopter has been the world’s most reliable and efficient heavy-lift helicopter for more than 50 years, allowing customers to operate in climatic (hot), altitude (high), and crosswind conditions that typically keep other helicopters from flying. The CH-47F(I) Chinook contains a modern machined airframe, a common avionics architecture system (CAAS) cockpit, and a digital automatic flight control system (DAFCS). Those innovations and technologies will help the Indian Air Force meet evolving mission demands, maximize interoperability, and reduce lifecycle costs. 

The Indian Ministry of Defence finalized its order with Boeing for the production, training, and support of 22 AH-64E Apache and 15 CH-47F(I) Chinook helicopters in September 2015. Earlier this year, India and the U.S. signed a contract for the acquisition of six Apaches for the Indian Army during U.S. President Donald Trump’s visit to New Delhi.

Boeing’s joint venture in Hyderabad, Tata Boeing Aerospace Limited (TBAL) has been producing aero-structures for the AH-64 Apache helicopter for both US Army and international customers. TBAL marks a major step towards the co-development of integrated systems in aerospace and defense in India. Boeing’s suppliers in India are manufacturing critical systems and components for the Chinooks, including the crown and tailcone assembly by Tata Advanced Systems and the ramp and aft pylon by Dynamatic Technologies. Boeing today works with over 200 suppliers and partners in the country in support of “Make in India” and “Skill India.”

Photo by Boeing

Legacy Apache deliveries, including new-build and remanufactured helicopters, include 937 A-models through 1997, more than 1,000 AH-64Ds between 1997 and 2013, and more than 500 E-models since 2011.

Boeing recently delivered its 2,500th AH-64 Apache attack helicopter, an E-model Apache for the US Army, from the company’s production line in Mesa, Arizona.

The first production AH-64, an A-model Apache, rolled off the assembly line on Sep. 30, 1983, and was delivered by Boeing heritage company McDonnell Douglas to the US Army in January 1984. Today, Boeing produces and delivers AH-64E helicopters to a growing list of customers around the world.

“The Apache has built an impressive legacy of success, and is well-positioned to bring relevant technologies and capabilities that defense forces require today and in the future,” said Kathleen Jolivette, vice president of Attack Helicopter programs and senior Mesa site executive, in the company news release. “Company teammates and suppliers worldwide are focused on assembling, delivering, and supporting the US and global customers working to deter aggression and defend freedom. Apache is ready to have a key role in the future of multi-domain operations.”

Today’s E-model Apache features integrated technologies, including communications and navigation capabilities to enhance situational awareness and coordination; a new, faster multi-core mission processor for advanced systems integration; and maritime capability in the Fire Control Radar for watercraft detection and identification, along with a shorter engagement timeline. The helicopter’s improved drive system includes a split-torque face gear transmission, a 701D engine, and composite main rotor blades that ensure the Apache succeeds as a highly stable aerial weapons-delivery platform.

Selected by, or in service today with the US Army and the defense forces of 16 nations, Apache helicopters are slated to fulfill the requirements of aviators and battlefield commanders for decades to come. Planned modernization has ensured that Apaches have evolved with revolutionary technologies. Today’s helicopters feature capabilities for resiliency in multi-mission operational environments.

“As a former Army aviator with military service dating back to October 1978 and later selected to fly the first AH-64A and later the AH-64D model Apaches, it’s a thrill today to be a part of the crews who complete flight testing on aircraft during development and prior to delivery to customers,” said Dave Guthrie, Boeing’s chief pilot for Apache programs. “I know that I’m part of this helicopter’s history and its future.”

Legacy Apache deliveries, including new-build and remanufactured helicopters, include 937 A-models through 1997, more than 1,000 AH-64Ds between 1997 and 2013, and more than 500 E-models since 2011.

Photo by U.S. Army

Marcus Luttrell did not witness the CH-47 Chinook helicopter being shot down, as seen in the movie.

Based on the non-fiction book by Marcus Luttrell with Patrick Robinson, the acclaimed, 2013 American biographical military action movie Lone Survivor dramatizes the US Navy SEALs’ counter-insurgent mission Operation Red Wings which took place on Jun. 28, 2005, in Afghanistan. During the mission, a four-man SEAL reconnaissance and surveillance team was given the task of tracking down the Taliban leader Ahmad Shah. The film was written and directed by Peter Berg and stars Mark Wahlberg (Marcus Luttrell), Taylor Kitsch (Michael P. “Murph” Murphy), Emile Hirsch (Danny Dietz), Ben Foster (Matthew “Axe” Axelson), and Eric Bana (Erik S. Kristensen).

While the movie was based on actual events, it has been noted that it contained a number of historical inaccuracies.

For instance, Luttrell did not witness the CH-47 Chinook helicopter being shot down as seen in the film, Guy D McCardle, Jr. (Check out his Space here for more interesting content), Army officer during OIF I and OIF II (2003-2004), explains on Quora.

‘At about 1140Z, two CH-47 Chinooks from the 160th Special Operations Aviation Regiment (SOAR) were approaching the base of Sawtalo Sar, the last known position of the SEALs on the ground in Operation Red Wings. The call signs of these quick reaction force helicopters were Turbine 32 and Turbine 33.

‘In the clip below from Lone Survivor, we see the Hollywood version of what went on in those two helicopters as they approached the mountain. Marcus Luttrell is shown cheering as he saw his fellow SEALs (and Night Stalkers) coming to his rescue. In reality, Luttrell never saw the helicopters and only heard about the downing of Turbine 33 later while he was still in captivity. He thought the Taliban was making up the story and he didn’t believe it at first.

‘In the attempt to provide assistance to the troops in contact, Turbine 33 took the lead and was approaching a landing zone (LZ) in an open meadow surrounded by scrubby trees about 650 meters from the peak of the mountain.’

McCardle continues;

‘As they prepared to settle on the LZ, a white smoke trail was seen streaking up from the trees below. The projectile impacted Turbine 33’s exhaust duct and exploded.

‘The Chinook rolled over in mid-air after the impact and quickly fell to the mountain below where it became a ball of fire. All 16 men aboard, 8 Night Stalkers, and 8 SEALs died.

‘Still, under heavy ground fire, Turbine 32 turned away hard (knocking the men in the troop compartment to the deck) and began to circle the mountain, looking for survivors.

‘After researching many sources, I saw no evidence that anyone in Turbine 32 ever pointed a weapon at the pilot and demanded that they land. That part of the story seems to be pure Hollywood fiction.

‘A no-fire area was established for a 500-meter radius around the downed helicopter to avoid accidentally hitting any possible survivors.

‘The SEALs aboard Turbine 32 desperately wanted to land to aid and/or retrieve their brothers on the ground, but the Commander of the Joint Special Operations Task Force (CJSOTF) ordered them to return to the airbase in Jalalabad at once.

‘In the film, we see LCDR Kristensen shout “RPG!!!” as he witnessed a projectile trailing a stream of white smoke behind it rushing toward the helicopter. This almost certainly didn’t happen. It was the consensus of the SEALs who witnessed the shoot-down that Turbine 33 was downed by a MANPAD (man-portable air defense) of some kind.’

McCardle concludes:

‘Contrary to what you see in the movie, RPGs don’t leave smoke trails like that. Missiles do.’

Photo by Lone Survivor Movie

Aviators are needed for AH-64 Apache attack helicopters, as well as CH-47 Chinooks, UH-60 Black Hawks, and, in some instances, fixed-wing assignments.

With airlines running a reduced flight schedule and generally not hiring the US Army is open to accepting former aviators and crew members back into the service, according to the Army’s command chief warrant officer for the aviation branch.

As explained by Gary Sheftick, Army News Service, in the article With airlines lagging, Army looking to bring former aviators back, Chief Warrant Officer 5 Jon Koziol appeared on a Facebook livestream on Jun. 17, 2020, from Fort Rucker, Alabama, and explained the opportunities to those tuning into the page for the Rotary to Airline Group, known as RTAG, founded to help veterans transition to the airline industry.

“As we are all well aware, this global pandemic has made unprecedented impacts on the world’s economies and our personal way of life,” he said. “Some of those impacts may have directly affected your ability to pursue your goals of working for the commercial sector, specifically the airlines.”

The Call to Active Duty, or CAD program, allows Army Reserve and National Guard aviators to apply for a three-year stint back on active duty, Koziol said. Aviators are needed for AH-64 Apache attack helicopters, as well as CH-47 Chinooks, UH-60 Black Hawks, and in some instances, fixed-wing assignments.

The retiree recall program is also a possibility, Koziol said, and other programs exist for veterans who only served a few years in the branch.

“No matter how much time you have served in the Army, you are still a Soldier for Life and part of this team,” he said. “We could use your expertise.”

Some Army civilian positions are available for aviators on Fort Rucker, he said, directing listeners to check the USAJobs website. In addition, contractor positions are available under instructor and maintenance contracts.

UH-72 Lakota pilots are needed to instruct the Initial Entry Rotary Wing and other courses. He said test pilots are also needed and additional opportunities exist for fixed-wing pilots, mechanics, and others.

“Basically, across the board, there is more than likely a good chance that we can find a spot for you where you can help,” Koziol said.

While there’s no current shortage of OH-58D Kiowa pilots, some other positions may be available for those aviators, said Chief Warrant Officer 5 David J. Stock II, aviation branch warrant officer proponent.

“We do have the ability, in some instances, for the right officer to bring back some OH-58D pilots and use them in a non-flying position,” Stock said.

Koziol said recent studies indicate it may take commercial airlines two or three years to get back to the operating schedules they had before the pandemic.

In addition to the active force, the Army Reserve and National Guard also have positions available for aviators, Koziol said. He explained that positions vary depending upon location and the aircraft in each state.

Photo by Spc. Hunter Garciaand Tyler Greenlees / U.S. Army

The Containerized Flight Training Device provides realistic cockpit or system displays (i.e. visual resolution, tactile, spatial, audio, and functionality) and can simulate weather and tactical environments.

The H-53 Heavy Lift Helicopters program office (PMA-261) took delivery of the first training device for the CH-53K King Stallion helicopter on Apr. 14, 2020.  The Containerized Flight Training Device (CFTD) is housed at Marine Corps Air Station (MCAS) New River, Jacksonville, NC.

According to a NAVAIR news release, the CFTD, built by Lockheed Martin in partnership with Veraxx, provides realistic cockpit or system displays (i.e., visual resolution, tactile, spatial, audio, and functionality) and can simulate weather and tactical environments. It is also capable of connectivity with other simulators for Enhanced Attitude Control and other aircraft training scenarios.

“The CFTD is an amazingly capable training device,” said Colonel Jack Perrin, PMA-261 program manager. “It is a much less expensive practice than using operational equipment and provides near-aircraft fidelity into a state-of-the-art training simulator for the fleet.”

Tom Gordon, Vice President of Lockheed Martin training and simulation solutions said: “This state-of-the-art simulator prepares Marine Corps aviators to fly this digital, fly-by-wire aircraft in a cost-effective highly immersive virtual environment. Training in these devices will prepare Marines, both aircrew and pilots, for operational deployment.”

The CFTD is the first in a series of new training devices being developed for the CH-53K. All training devices will eventually be located at the Center for Naval Aviation Technology Training (CNATT) at MCAS New River, where all of the aircraft’s aircrew and maintenance maintainers will be trained. Delivery of two other CH-53K training devices – the Helicopter Emulation Maintenance Trainer and the Composite Maintenance Trainer are also expected this year.

The CH-53K is completing development tests, leading to the Initial Operational test and Evaluation in 2021. The first fleet deployment of the aircraft will be in 2023/24. The simulation software continuously updates, so as the program team makes necessary modifications to the CH-53K in the future, the CFTD will also change.

The CH-53K King Stallion advances Sikorsky’s 50 years of manufacturing and operational success with its CH-53A, CH-53D/G, and CH-53E predecessors. Built to thrive on the modern battlefield, including shipboard operations, the CH-53K aircraft is designed to be intelligent, reliable, low maintenance, and survivable in the most austere and remote forward operating bases.

The CH-53K helicopter has been designed and built to the exacting standards of the US Marine Corps (USMC) and will serve as its critical land- and sea-based logistics connector. The new heavy lifter will allow the USMC and international militaries to move troops and equipment from ship to shore and higher altitude terrain, more quickly and effectively than ever before.

Photo by U.S. Navy

The 4.5-hour test was accomplished over Chesapeake Bay with a KC-130J aerial refueling (AR) tanker

The CH-53K King Stallion recently aced an air-to-air refueling test, successfully demonstrating long-range logistics support capabilities for the U.S. Marine Corps. The 4.5-hour test was accomplished over the Chesapeake Bay with a KC-130J aerial refueling (AR) tanker.

“The aircraft went to the tanker this week and it was very successful, proving it is a long-range vertical logistic workhorse,” said Col. Jack Perrin, H-53 heavy lift helicopters (PMA-261) program manager, in NAVAIR News Release.

According to the CH-53K test team, the wake survey test assessed the performance of the aircraft when flying behind the tanker in strong, turbulent air. The aircraft’s crew successfully plugged the drogue, a funnel-shaped basket towed behind the KC-130J. These tests were performed at increasing closure rates to ensure the CH-53K can handle the forces on the refueling probe when contacting the drogue during aerial refueling.

“The aircraft was able to meet the desired performance for all engagements,” said Perrin. “The ‘K’ is the long-range enabler that we need now and into the future.”

“The successful air-to-air refueling test reinforces the superior capabilities of the CH-53K heavy lift helicopter and its ability to carry more Marines, cargo, and equipment over longer ranges and in more challenging environments than any other rotorcraft in the world. As the only fully marimized heavy lift helicopter, it will allow the Marines the operational flexibility and reach to fly over open waters to complete long-range missions in support of expeditionary advanced base operations,” Bill Falk, Sikorsky program director, CH-53K, pointed out.

The CH-53K King Stallion continues to execute within the reprogrammed CH-53K timeline, moving toward completion of the developmental test, leading to the initial operational test and evaluation in 2021 and the first fleet deployment in 2023-2024.

Photo by U.S. Navy

‘This is the standard which is better: an AK-47 or M-16 type question,’ Joe Difrancesco, former AH-64 Apache Pilot in the US Army.

The  AH-1 Cobra is a two-blade rotor, single-engine attack helicopter manufactured by Bell Helicopter. It was developed using the engine, transmission, and rotor system of the Bell UH-1 Iroquois. A member of the prolific Huey family, the AH-1 is also referred to as the Huey Cobra or Snake.

The AH-1 was the backbone of the US Army’s attack helicopter fleet but has been replaced by the AH-64 Apache in Army service. Upgraded versions continue to fly with the militaries of several other nations. The AH-1 (AH-1W Super Cobra and AH-1Z Viper) twin-engine versions remain in service with the US Marine Corps (USMC) as the service’s primary attack helicopter.

But what are the differences between Cobra and Apache attack helicopters? And which one is better?

‘This is the standard: which is better: an AK-47 or M-16 type question,’ says Joe Difrancesco, a former US Army AH-64 Apache pilot, on Quora. ‘While I’ve only flown AH-64s, I have extensive experience with AH-1s from joint operations. Both systems may engage the same target, but both come at it from a different series of requirements.

‘From a logistics standpoint, the AH-1 is hands down the winner. The AH-1 has 84% parts commonality with the UH-1. This means spare parts can be split between the two aircraft and dramatically reduce logistics efforts to maintain a certain level of readiness.

‘In upgrade speed, the AH-1 also wins. The flash-to-bang time for AH-1 upgrades is much shorter than the AH-64 with respect to the magnitude of the upgrades.’

He continues:

‘From a purpose-built design standpoint, the AH-64 is the best of the two. While upgrades to an existing aircraft may be made to increase functionality, it is difficult to accomplish some requirements without creating a brand-new aircraft. The AH-64 had a fly-by-wire system, heads-up display [in the form of the Integrated Helmet and Display Sighting System, IHADSS], thermal sensors, and advanced weapon processors from inception. Having that foundation allows these buggy systems to thoroughly troubleshoot and the bugs run out over several decades. Additionally, having an internal aircraft network bus from the beginning, the communications protocols are well-known and easy to design new avionics for.

‘So, in closing, it depends on what your requirements are. Can you buy a new Bugatti and the dealer service package? Or can you only afford a Ford GT and use O’Reilly parts to service it yourself? Corollary aside, both are amazing machines and both equally deadly on the receiving end.’

Difrancesco concludes:

‘As a pilot, I would choose the AH-64 over the AH-1 for one tiny reason… Wheels versus skids. Skid aircraft have to hover around airports, while wheeled aircraft can just taxi. For emergencies, the ability to land like an airplane with wheels is awesome. Also, wheeled helicopters play much nicer in crowded airfields, especially with lightweight UAS aircraft with respect to rotor wash. But, again, my petty two cents.’

Photo by U.S. Army and U.S. Marine Corps

The USAF named its newest combat rescue helicopter, the HH-60W, the “Jolly Green II,” following the legendary tradition of the Vietnam-era HH-3E Jolly Green and HH-53 Super Jolly Green crews who pioneered the combat search and rescue mission.

The US Air Force (USAF) named its newest combat rescue helicopter, the HH-60W, the “Jolly Green II,” following the legendary tradition of the Vietnam-era HH-3E Jolly Green and HH-53 Super Jolly Green crews who pioneered the combat search and rescue mission.

The name was revealed by USAF Secretary Barbara Barrett at the Air Force Association’s Air Warfare Symposium in Orlando, Fla., on Feb. 27, 2020.

A model of the HH-60W unveiled on stage showed the famous green feet symbol.

During the ceremony, Barrett recognized retired Col. Barry Kamhoot and retired Chief Master Sgt. Wayne Fisk, honoring them for their distinguished service and contributions to the combat rescue mission. Kamhoot, who flew rescue missions into Vietnam, including a harrowing recovery of two Navy crewmen while under fire, was one of the original Jolly Green pilots who flew HH-3E and HH-53 aircraft.

Fisk manned an HH-3E Jolly Green Giant during the 1970 Son Tay Prisoner Of War Camp Raid and received the Silver Star for his actions. According to the Secretary of the Air Force Public Affairs news release, he is also credited with being the first to notice the famed “green feet” impressions the HH-3E Jolly Green would leave after landing. The footprints came to symbolize the combat search and rescue mission and are incorporated in the new Jolly Green II logo.

Also honored were Airmen of the 41st and 48th Rescue Squadrons who recently supported Combined Joint Task Force-Horn of Africa and U.S. Special Operations Command East Africa. The crews designated Jolly 41 and Jolly 42, provided casualty evacuation and emergency close air support to friendly forces while deployed. Notably, the team rescued four critically injured U.S. special operators and two critically injured partner nation members.

Building on the state-of-the-art UH-60M Black Hawk, the HH-60W “Whiskey” adds capability advancements to better support the full range of combat rescue and other special missions. Designed to meet long-range and high-threat requirements for the USAF, the Whiskey will expand upon the legendary Black Hawk’s versatility by doubling the internal fuel capacity without the use of space-hungry auxiliary fuel tanks, provides a robust weapons suite, and integrates defensive systems and sensors to provide an unprecedented combination of range and survivability. Additionally, by retaining 100% commonality with all UH-60M engines and dynamic systems, the aircraft provides the most sophisticated rotorcraft in the world at an extremely affordable price and total ownership cost over the entire life cycle.

The USAF program of record calls for 113 helicopters to replace the Air Force’s aging HH-60G Pave Hawk helicopters, which perform critical combat search and rescue and personnel recovery operations for all US military services and allies.

The following video by Lockheed Martin introduces the HH-60W Combat Rescue Helicopter that building on the legacy of the Jolly Green Giant, brings new capabilities to the combat rescue mission.

https://youtube.com/watch?v=rOgbD2Qb3w4

Photo by U.S. Air Force