helicopters

Gen. Franks flew MH-60 Pave Hawk tail number 009 during Operation Allied Force, rescuing Lt. Col. Darrell Patrick “Dale” Zelko F-117 Nighthawk pilot downed in enemy territory.

An MH-60G Pave Hawk, tail number 009, piloted by Capt. Tanner Bennett, MH-60G aircraft commander, took off from the 66th Rescue Squadron, Nellis Air Force Base, Nevada, and touched down in Pensacola Naval Air Station, Florida, for a very special send-off.

As told by Master Sgt. Andrew Satran, 15th Air Force, in the article MH-60G Pave Hawk tail number 009 soars one last time, Maj. Gen. Chad P. Franks, Fifteenth Air Force commander, took command of MH-60G 009 at Pensacola NAS and flew the final flight to Hurlburt Field, Florida, where it will be displayed at the Hurlburt Field Memorial Air Park. Both he and 009 have a history together when then Capt. Franks flew combat search and rescue missions in 1999 during Operation Allied Force.

During Operation Allied Force, Pave Hawks provided continuous combat search and rescue coverage for NATO air forces and successfully recovered two Air Force pilots who were isolated behind enemy lines.

Franks flew 009 in the rescue of Lt. Col. Darrell Patrick “Dale” Zelko, who was shot down in his F-117 Nighthawk over Yugoslavia in 1999. In 1999, during the same operation, the helicopter belonged to the 55th Special Operations Squadron at Hurlburt Field.

“This Pave Hawk represents the hard work and accomplishments of the men and women of the 55th Special Operations Squadron who took great care of 009 when I flew it in 99’,” Franks said. “It is an honor for me to fly this retirement flight.”

The 55th SOS originated as the 55th Air Rescue Squadron in 1952. In 1966, it was redesignated as the 55th Air Rescue and Recovery Squadron. The MH-60G began its operations in 1982 under the 55th ARRS, which later became the 55th Special Operations Squadron in 1988. While under the 55th SOS, the MH-60G was flown during Operation Just Cause, Desert Shield, Desert Storm, Provide Comfort, Northern Watch, Allied Force, and various other special operations missions.

The 55th SOS received several decorations and recognitions while operating the MH-60G, which continued the legacy of the 40 years of a distinguished lineage that preceded the 55th SOS. The final flight represents the heritage and lineage of those who operated and maintained this helicopter.

That’s what prepared for this flight even more honorable. Bennett stated the maintenance team at Nellis AFB worked very hard to ensure 009 was safe to fly.

The end of the lifecycle for any aircraft differs for each one. For 009, being 32 years old, 11,000 flight hours, and multiple deployments, flying it one last time made this retirement special.

“It’s pretty awesome in terms of rescue history,” Bennett said. “For us to take her home, with Maj. Gen. Franks flying the last part, and knowing it will be on display for future pilots, is an honor to be a part of.”

The parts will be used to aid future aircraft to accomplish their missions, and continue to save lives, so that others may live.

The Pave Hawk is a highly modified version of the Army Black Hawk helicopter which features an upgraded communications and navigation suite that includes integrated inertial navigation/global positioning/Doppler navigation systems, satellite communications, secure voice, and Have Quick communications.

All Pave Hawks have an automatic flight control system, night vision goggles with lighting, and a forward-looking infrared system that greatly enhances night-level operations. Additionally, Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the helicopter an adverse weather capability.

Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served 7.62mm or .50 caliber machine guns, and an 8,000-pound (3,600 kilograms) capacity cargo hook. To improve air transportability and shipboard operations, all Pave Hawks have folding rotor blades.

Pave Hawk combat enhancements include a radar warning receiver, infrared jammer, and a flare/chaff countermeasure dispensing system.

The helicopter rescue equipment includes a hoist capable of lifting a 600-pound load (270 kilograms) from a hover height of 200 feet (60.7 meters), and a personnel locating system that is compatible with the PRC-112 survival radio and provides range and bearing information to a survivor’s location.

Photo by Senior Airman Robyn Hunsinger / U.S. Air Force

One function the AH-64E Apache model is capable of performing is full instrument flight. This means pilots can fly through low visibility conditions such as clouds and adverse weather. A capability the older AH-64D model did not have.

The pilots of the 3rd Squadron, 17th Cavalry Regiment are undergoing AH-64E Apache helicopter familiarization training at Hunter Army Airfield, Georgia, as the 3rd Combat Aviation Brigade, 3rd Infantry Division, fields the aircraft. The first class started on March 24 and will run through April 19.

As told by Sgt. Andrew McNeil in the article Marne Air Soldiers learn about the new AH-64E Apache helicopter, currently, the main Apache model used by the brigade is the AH-64D.

“While the AH-64D and AH-64E look very similar, they are almost entirely different aircraft from a systems standpoint,” said Lt. Col. Jeffery Paulus, the commander of 3rd Sqn., 17th Cav. Regt. “The training the squadron’s pilots are currently undertaking is six weeks in length due to the myriad of new features and capabilities the AH-64E provides.”

The AH-64E Apache helicopter has an improved transmission and rotor system allowing the turboshaft engine to run more efficiently, said Chief Warrant Officer 2 Bobby Triantos, the aviation mission serviceability officer of 3rd Sqn., 17th Cav. Regt.

For the pilots, this means they can use less power to accomplish the same mission. These mechanical improvements increase the AH-64E’s speed, travel distance, and aircraft cargo load capabilities, Triantos continued.

The increase in efficiency in the drive system also means less wear on the mechanical components improving the aircraft’s reliability.

For the pilots, the biggest upgrade is the new avionics inside the cockpit. The aircraft has new radios and antennas allowing the aircraft to communicate with more advanced instrument systems, Triantos said.

One such function the AH-64E model is capable of performing is full instrument flight, Triantos continued. Full instrument flight is when the pilot uses the information from the instruments in the cockpit to control and maneuver the aircraft. This means pilots can fly through low visibility conditions such as clouds and adverse weather. A capability the older D model did not have.

The improved communication systems also increase the aircraft’s ability to work in tandem with the unmanned aerial vehicles used by the brigade.

“Coupled with advancements in unmanned aerial systems and long-range precision weaponry, the AH-64E allows the squadron to locate, identify and engage enemy targets at ranges unheard of within previous generations while remaining outside of the detection and engagement range of enemy air defense systems,” Paulus said.

The unit will continue rotating pilots through this training until October 2021.

With unprecedented performance, advanced sensors, and connectivity forming the building blocks of this fully integrated platform, the AH-64E Apache stands as the world’s most advanced multi-role combat helicopter and represents the backbone of the US Army attack helicopter fleet, as well as a growing number of international defense forces.

The US Army Apache fleet has accumulated more than 4.5 million flight hours. With more than 2,400 Apaches delivered to customers around the world, Boeing is committed to the continuous modernization of the program to ensure that AH-64 capabilities outpace adversaries to maintain battlefield dominance today and for decades to come.

Photo by Spc. Savannah Roy and Sgt. Andrew McNeil / U.S. Army

The HH-60W Jolly Green II test aircraft will be modified for operational use before being transferred to their respective Air Force rescue unit.

On Apr. 13, 2021, the US Air Force’s new combat search and rescue helicopter, the HH-60W Jolly Green II, completed its developmental test program at Eglin Air Force Base (AFB).

The final test by the Sikorsky and Air Force team was on the aircraft’s weapon systems. As told by Samuel King Jr., Eglin Air Force Base Public Affairs, in the article Jolly Green II completes developmental testing, the goal of the test was to demonstrate the performance of the weapons while optimizing weapon-system configurations.

The test efforts began in May 2019 with the first HH-60W flight. The aircraft arrived at Eglin AFB to the 413th FLTS in November 2019, although various tests took place in other locations. The integrated test team accumulated more than 1,100 flight test hours across six aircraft testing the full spectrum of aircraft systems.

Some of the notable developmental tests included aircraft performance, communications systems, environmental tests at McKinley Climatic Lab, aerial refueling, data links, defensive systems, cabin systems, rescue hoist, and live-fire of three weapon systems.

The test aircraft will be modified for operational use before being transferred to their respective Air Force rescue unit. The Jolly Green II’s developmental test mission will move to the Combat Search and Rescue Combined Test Force for follow-on testing at Nellis AFB, Nevada in 2022.

Building on the state-of-the-art UH-60M Black Hawk, the HH-60W “Whiskey” (named ‘Jolly Green II’ to Honor the Legacy of ‘Vietnam-era Giants’) 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, providing a robust weapons suite, and integrating 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.

Photo by U.S. Air Force

This technology was recently tested in a first-of-its-kind mission, demonstrating complete supervised autonomy capabilities on the S-70 Optionally Piloted Vehicle Black Hawk.

Sikorsky and the US Defense Advanced Research Projects Agency (DARPA) are working to dramatically improve flight safety and operations so humans and machines can work together more seamlessly in the field. Sikorsky is leading the way toward a future where aircraft can be operated with two, one, or zero pilots at all times of the day or night and in various complex scenarios, including contested, congested, degraded visual environments (DVE).

This technology suite already exists in Sikorsky’s S-70 Optionally Piloted Vehicle (OPV) Black Hawk and the Sikorsky Autonomy Research Aircraft (SARA), a modified S-76B helicopter. Developed under DARPA’s Aircrew Labor In-cockpit Automation System (ALIAS) and with the support of Sikorsky’s MATRIX Technology, pilots can focus on saving lives or transporting cargo instead of the mechanics required for contemporary flight.

As the video in this post shows, this technology was recently tested in a first-of-its-kind mission, demonstrating complete supervised autonomy capabilities on the S-70 OPV Black Hawk – including autonomous take-off, landing, and two simulated obstacle avoidance scenarios – all completed with a tablet.

“Through the ALIAS program and our unique combination of autonomy software and hardware, we are bringing our customers one step closer to safer and smarter flight,” said Igor Cherepinsky, director of Sikorsky Innovations, in the company news release. “Our end goal is to transition this technology to help address emerging mission requirements, including those outlined in the US Army’s Future Vertical Lift (FVL) program.”

With ALIAS, there is the potential to transform how aviators and air crews execute their critical missions; operators can fly their aircraft safely, reliably, confidently, and affordably, even with a reduced crew and limited visibility.

From takeoff to landing, ALIAS and MATRIX left little work to be done by the pilots on board during the test. Accompanied by a safety pilot, our chief pilot Mark Ward commanded the supervised autonomous mission using only a tablet. As expected, the OPV Black Hawk turned and maneuvered its way through the simulated obstacles as they appeared on the tablet screen.

“Our approach to autonomy is both full-spectrum and human-centric,” Ward said. “As this demonstration showed, aerial vehicles equipped with MATRIX technology will be capable of operating autonomously from takeoff to landing, something we are capable of doing routinely now.”

Managing highly sophisticated equipment while maintaining situational awareness across multiple domains – most of which you can’t see – is taxing. ALIAS and MATRIX will improve operator decision aiding manned operations while also enabling both unmanned and reduced crew operations in increasingly complex future mission scenarios. This game-changing innovation has the power to transform how Army aviators and air crews execute their critical missions.

“We designed RAIDER X and DEFIANT X to compete in highly complex, JADO environments. Our advancements in automation and autonomy will enable aircrews to focus on the mission, not just flying the aircraft,” said Jay Macklin, Business Development Director for Sikorsky Future Vertical Lift. “Our approach reduces pilot and crew workload by offloading certain mission tasks, enabling better situational awareness of the overall mission while providing extended operational capability and increased safety.”

RAIDER X is Sikorsky’s offering for the US Army’s Future Attack Reconnaissance Aircraft (FARA). DEFIANT X is the Sikorsky-Boeing team’s solution for the Army’s Future Long-Range Assault Aircraft (FLRAA).

Sikorsky will continue to develop and transition its pilot-direct autonomy capabilities under Phase III of the DARPA ALIAS program through 2022, as Lockheed Martin continues to invest in the development of optionally-manned and unmanned systems that serve as force multipliers for customers around the world.

Photo by Sikorsky

Defiant X is a complete weapon system that builds on the handling qualities and transformational capabilities proven by the team’s technology demonstrator, SB>1 Defiant.

Sikorsky, a Lockheed Martin Company, and Boeing on Jan. 25, 2021, released details of its advanced helicopter for the U.S. Army’s Future Long-Range Assault Aircraft competition, known as FLRAA. The aircraft, named Defiant X, will be the fastest, most maneuverable, and most survivable assault helicopter in history. Combined with the team’s unsurpassed experience in mission systems, training, and sustainment, it will revolutionize the way the Army meets threats in 2035 and beyond.

Defiant X is a complete weapon system that builds on the handling qualities and transformational capabilities proven by the team’s technology demonstrator, SB>1 Defiant. With the unmatched range and survivability, Defiant X will change the way the Army fights – enabling crews to fly low and fast through complex terrain, land quickly, deliver Soldiers and equipment to the objective area (referred to as “the X”), and get out.

Defiant X flies twice as far and fast as the venerable Black Hawk helicopter it is designed to replace. Currently undergoing testing in a digital combat environment, the aircraft continues to prove itself the most survivable platform for mission requirements.

“We are ready to deliver unparalleled capabilities backed by proven technologies that will truly transform the Army’s mission today, with room to grow and adapt to the missions of tomorrow,” said Andy Adams, Sikorsky vice president of Future Vertical Lift, in the company news release. ” Defiant X not only includes the transformational aircraft – a maneuverable, survivable, lethal weapon system – it also leverages Sikorsky’s and Boeing’s advanced manufacturing capabilities.”

With its rigid coaxial rotor system and pusher propeller, Defiant X incorporates Sikorsky X2 Technology to operate at high speeds while maintaining low-speed handling qualities. This critical capability provides Soldiers with increased maneuverability and survivability in high-threat air defense environments, allowing them to penetrate enemy defenses while reducing exposure to enemy fire. Compared to SB>1 Defiant, the Defiant X airframe has enhancements to improve aerodynamics and reduce the thermal signature.

“Defiant X is purpose-built for a modernized Army that requires expanded reach, survivability, and lethality,” said Steve Parker, vice president and general manager of Boeing Vertical Lift. “This weapon system will give Soldiers unequaled technological advantage and connectivity over adversaries in a multi-domain battle space.”

As the video in this post shows, Defiant X will revolutionize the Army’s air assault capability with limited changes in tactics, techniques, procedures, training, and infrastructure while maintaining the Black Hawk helicopter footprint and tight formation capability flown today.

The Army is expected to release a request for proposal on FLRAA later this year, with a contract award expected in 2022.

Photo by Lockheed Martin

The incident took place after the Apache suffered a malfunction during a live firing training exercise and was forced to land at Sculthorpe training range in Norfolk.

The British Army is investigating after an Apache attack helicopter mistakenly opened fire at Wattisham Flying Station in Suffolk on Nov. 4, 2020.

The incident took place after the Apache suffered a malfunction during a live firing training exercise and was forced to land at the Sculthorpe training range in Norfolk.

According to the Sun, the crew flew back to Wattisham where the helicopter was set to be repaired and the “negligent discharge” occurred.

The helicopter was being wheeled out of a hangar – where it had been kept overnight – when it let off a stray practice round, which is yet to be found.

“We are aware of an incident at Wattisham Flying Station which is being investigated,” a British Army told Sky News adding that there were no reports of any injuries or damage.

Designed to hunt and destroy tanks, the Apache attack helicopter has significantly improved the British Army’s operational capability.

The Apache can operate in all weathers, day or night, and detect, classify, and prioritize up to 256 potential targets in a matter of seconds. It carries a mix of weapons, including rockets, Hellfire missiles, and a 30mm chain gun, as well as a state-of-the-art, fully integrated defensive aid suite.

In addition to the distinctive Longbow radar located above the rotor blades, this aircraft is equipped with a day TV system, thermal imaging sight, and direct view optics.

In May, an Apache helicopter was involved in a near miss with an air ambulance as it took off from Wattisham.

The Apache reported that the air ambulance passed about 150ft (45m) above it, and the two aircraft were traveling at more than 100mph when the incident happened.

The collision risk was low “because each captain was visual with the other aircraft,” a report by the UK Airprox Board said.

Photo by Staff Sergeant Mike Harvey/MOD

On Oct. 12, 2020, with only about two-thirds prop torque and engine power, the Sikorsky-Boeing SB>1 Defiant achieved 211 knots straight and level and 232 knots in descent. 

On Oct. 12, 2020, with only about two-thirds prop torque and engine power, the Sikorsky-Boeing SB>1 Defiant achieved 211 knots straight and level and 232 knots in descent. 

​“The Sikorsky-Boeing team continues to make great progress as we advance Defiant’s rigorous flight test program. With every flight, as we continue to increase Defiant’s speed, angle of bank, and rate of climb, we are gathering important data, expanding our speed and maneuverability envelope, and validating our modeling and simulation tools. We recently flew the Sikorsky S-97 Raider and the Sikorsky-Boeing Defiant together in formation, demonstrating the transformational capability X2 Technology enables in support of the ground commander. On Oct. 12, with only about two-thirds prop torque and engine power, Defiant achieved 211 knots straight and level and 232 knots in a descent. We are excited about the results we are seeing and what the future holds for our ability to bring this capability to the warfighter,” reads a statement from the Sikorsky-Boeing Team. ​ ​

​Andy Adams, Vice President, of Sikorsky Future Vertical Lift, adds: “Together, Sikorsky and Boeing provide nearly 90% of the aircraft in the Army’s inventory today, and we understand how tomorrow’s multi-domain operations require aircraft that provide survivability, agility, and speed – where it matters. That’s why we’re planning ahead with continued flight testing, refining our designs to specifically match the Army’s requirements, and building a weapon system that will give the Army transformational capability with unsurpassed training and sustainment capabilities—giving our Soldiers what they need to achieve aviation overmatch for the next 40 years.”​

The following video gives an overview of the continued effort undertaken Sikorsky-Boeing Team to expand SB>1 Defiant’s flight envelope.

Photo by Sikorsky-Boeing

Stewart Smith had the opportunity to fly his brother Isaac Smith in the Apache, a two-seater aircraft.

Chief Warrant Officer 4 Isaac Smith and Chief Warrant Officer 4 Stewart Smith are two identical twins, and both are flying helicopters for the US Army.

Originally raised on a dairy farm in southeastern Idaho, at 17 years old Isaac and Stewart joined the Army National Guard, and they served together in the Utah National Guard for four years before attending warrant officer candidate school and flight school at Fort Rucker, Alabama.

Isaac chose to go into active duty service while Stewart remained with the Utah National Guard.

However, as told by Sgt. David Dickson, 4th Combat Aviation Brigade, 4th Infantry Division Public Affairs, in the article Birds of a Feather: Twin pilots get Apache flight together, the brothers still ended up serving together.

Isaac, an HH-60M Blackhawk helicopter pilot and currently attached to the 2nd General Support Aviation Battalion, 4th Aviation Regiment (TF Mustang), 4th Combat Aviation Brigade, 4th Infantry Division, was deployed with Task Force Mustang in support of Operation Resolute Support, Afghanistan, this summer. Stewart, an AH-64D Apache helicopter pilot assigned to the 1st Attack Reconnaissance Battalion, 211th Aviation Regiment, Utah National Guard, also deployed along with 4th CAB, 4th Inf. Div. While this is not the first time either has deployed, this is the first time the twins have deployed together.

What makes this deployment even more special is that Stewart had the opportunity to fly his brother in the Apache, a two-seater aircraft. The chance for most people to fly in an Apache other than Apache pilots is a very rare thing.

Both twins are standardization pilots for their aircraft, which means they mentor and coach other instructor pilots on how to train new pilots, manage flight records, and set and enforce the standards for their units.

“It was one of the few times an Apache pilot has hoped nothing exciting would happen because it was Isaac’s first time in this particular airframe,” said Stewart about the flight. “It was an awesome flight.”

Isaac said he was left with a greater appreciation of the Apache and the pilots who fly them.

“I got to cross off two major bucket list items,” Isaac said of the Aug. 31st flight. “One: I got to fly in an Apache. Two: I got to fly with my brother as the pilot for the first time.”

After this deployment, Isaac said he plans to retire from the military and return home to his wife and six children. He would like to pursue another career as an EMS pilot. Stewart will return to Utah to his wife and four kids, resuming his job with the Federal Aviation Administration and continuing his service within the Utah Army National Guard.

Photo by courtesy CW4 Isaac and Stewart Smith / U.S. Army

The three weapons tested were: the GAU-2, a 7.62mm Gatling gun, the GAU-18, a .50 caliber legacy machine gun, and the GAU-21, a .50 caliber newly-designed machine gun.

Deep within Eglin’s range, rapid, powerful gunfire reverberated across the expanse beginning Aug. 17, 2020.  Live fire testing began for the HH-60W Jolly Green II’s three primary weapons.

As reported by Samuel King Jr. in the article HH-60W Jolly Green II begins live-fire testing, the goal of the ground testing was to verify the weapons systems’ functionality, and accuracy, and to demonstrate the guns are safe to employ operationally.  The 413th Flight Test Squadron testers and their partners performed the testing over three weeks.

The three weapons tested were: the GAU-2, a 7.62mm Gatling gun with a 3,000 rounds per minute fire rate, the GAU-18, a .50 caliber legacy machine gun with a 650-800 round fire rate, and the GAU-21, a .50 caliber newly-designed machine gun with a 950-1100 round fire rate.

“It was great to see all the team’s planning and hard work finally pay off to get us to execution and gather this initial live-fire data,” said Maj. Christopher Hull, 413th FLTS chief test engineer.

The first HH-60W built, commonly referred to as Whiskey 1 within the unit, was used for ground testing.  Whiskey 1 contains specialized test instrumentation that allows, aircraft manufacturer, Sikorsky, to monitor hundreds of parameters during the flights and envelope expansion testing.  That specialized instrumentation allowed the testers to record the stress and strains in the aircraft caused by firing the weapons.

The helicopter’s guns can rotate independently, providing an almost 360-degree firing arc.  This created a unique challenge for the squadron’s engineers to develop test and safety plans not typically encountered with fixed-wing aircraft.  Details such as blade rotation, human factors, and instrumentation were examined and controlled for before the actual testing could begin according to Hull.

The Jolly Green’s aircrew not only operated the weapons, but they were also part of the evaluation as well.  The crew wore special instrumentation that measured the weapon’s blast effects on their bodies.  That data is part of a larger DOD study to better understand the effects of weapon blasts on the human body, specifically as it relates to traumatic brain injury.  The goal is to reduce injuries to service members who operate such weapons. 

The ground testing phase is just the first step in the evaluation of the weapons.  Data from the tests will be evaluated by the Air Force’s Non-Nuclear Munitions Safety Board, who will then clear the HH-60W for live fire flight testing.  That testing is currently scheduled for later in 2020.  

Photo by Tech. Sgt. John Raven / U.S. Air Force