Today, we review the Sikorsky Hh-60 Pave Hawk. The HH-60G’s primary wartime mission is combat search and rescue, infiltration, exfiltration and resupply of special operations forces in day, night or marginal weather conditions. The HH-60G Pave Hawk provides the capability of independent rescue operations in combat areas up to and including medium-threat environments. So where do you get the sikorsky hh-60 pave hawk for sale?
Recoveries are made by landing or by alternate means, such as rope ladder or hoist. Low-level tactical flight profiles are used to avoid threats. Night Vision Goggle (NVG) and Forward Looking Infrared (FLIR) assisted low-level night operations and night water operation missions are performed by specially trained crews. The basic crew normally consists of five: pilot, co-pilot, flight engineer, and two PJs. The aircraft can also carry eight to 10 troops.
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Pave Hawks are equipped with a rescue hoist with a 200-foot (60.7 meters) cable and 600-pound (270 kilograms) lift capacity. The helicopter hoist can recover survivors from a hover height of 200 feet above the ground or vertical landings can be accomplished into unprepared areas. The hoist can recover a Stokes litter patient or three people simultaneously on a forest penetrator.
The helicopter has limited self-protection provided by side window mounted M-60, M-240, or GAU-2B machine guns. Pave Hawk is equipped with two crew-served 7.62mm miniguns mounted in the cabin windows. Also, two .50 caliber machine guns can be mounted in the cabin doors. An APR-39A(V)1 radar warning receiver, ALQ-144A infrared jammer, Hover Infrared Suppression System (HIRSS), M-130 chaff dispenser, and precision navigation equipment (GPS, Inertial Navigation System (INS), Doppler) afford additional threat avoidance and protection.
Mission systems on the HH-60H make it ideally suited for operations with special warfare units. Combat-equipped personnel can be covertly inserted and/or extracted in any terrain with precise GPS navigation accuracy. A variety of insertion and extraction techniques are available, including landing, hoisting, fastrope, rappel, paradrop, McGuire or SPIE Rig, and CRRC. Additionally, Helicopter Visit Board Search and Seizure (HVBSS) operations may be conducted using one or more of these insertion/extraction techniques. HVBSS missions are designed to take control of a ship considered to be a Contact of Interest (COI). The ability to interdict or ‘take down’ shipping during enforcement of a naval blockade requires precise planning and execution. Tethered Duck (T-Duck) was implemented to rapidly insert troops and a Combat Rubber Raiding Craft (CRRC) to water areas. The troops fastrope down to the CRRC after it is lowered into the water, and the motor is then hoisted down to the troops to complete the procedure. Parachute operations are used for inserting troops when the helicopters are unable to land with a minimum free-fall drop altitude of 2500 feet AGL (above ground level).
The maximum speed is 193 knots with a cruise speed of 120 to 140 knots. Unrefueled range is 480 nautical miles (NM), with a combat load and aircraft at maximum gross weight of 22,000 lbs; the combat radius is approximately 200NM. Inflight refueling greatly extends this range. Pave Hawks are equipped with a retractable in-flight refueling probe and internal auxiliary fuel tanks.
All HH-60G’s have an automatic flight control system to stabilize the aircraft in typical flight altitudes. They also have instrumentation and engine and rotor blade anti-ice systems for all-weather operation. The HH-60G is equipped with an all-weather radar which enables the crew to avoid inclement weather. Pave Hawks are equipped with folding rotor blades and a tail stabilator for shipboard operations and to ease air transportability. The non-retractable landing gear consists of two main landing gears and a tail wheel. Aft sliding doors on each side of the troop and cargo compartment allow rapid loading and unloading. External loads can be carried on an 8,000-pound (3,600 kilograms) capacity cargo hook. The Pave Hawk can be equipped with the external stores support system.
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The HH-60 is stationed throughout the world. MAJCOMS include AFRC, ANG, AFSOC, PACAF, AFMC, AETC, and ACC. ACC is the lead command. Besides a full complement of flightline support, home stations provide two and three level maintenance support functions. HH-60 helicopter is a worldwide deployable aircraft. Two 365 day a year contingencies are currently being conducted. In deployment scenarios some locations have full flightline support capabilities with limited backshop support, while other deployed sites have less support, down to a bare base scenario. A flightline support contingent is deployed with the aircraft. Depending on the deployment location and duration, varying levels of backshop maintenance support might also be deployed.
HH-60G is rapidly approaching its flying hour service life limit. Consequently, CAF will soon require either a service life extension program (SLEP) for HH-60G or procurement of a replacement aircraft for conducting CSAR operations. The HH-60G System Program Office (WR-ALC/LU) is assessing whether HH-60G’s service life limit is 8,000 flight hours, IAW the Army specification for the H-60 airframe, or actually closer to 7,000 flight hours based upon AF configuration and operating gross weights of the HH-60G. Depending on the assessment results, HH-60G aircraft (1981 models) will begin reaching their service life limit as early as FY00, if service life limit is determined to be 7,000 flight hours. Otherwise, if the limit is determined to be 8,000 flight hours, 1981 model HH-60G aircraft will begin reaching their service life limit in FY03.
As of 2002 there were no HH-60s in special operations any more. The last squadron that had them was the 55th Special Operations Squadron at Hurlburt Field, and they flew the MH-60, a HH-60 variant.
Air Combat Command (ACC) is analyzing concepts/alternatives to assess their relative cost effectiveness and affordability for sustaining the U.S. Air Force’s Combat Search and Rescue (CSAR) capability. After complete concepts/alternatives (aircraft platform- level,including subsystems, and support/training systems) are received, the Air Force intends to analyze those that provide the most opportunity to satisfy currently deficient mission capabilities while maintaining, as a minimum, existent Combat Rescue capability. A detailed Analysis of Alternatives (AoA) will follow to ascertain whether or not the concepts/alternatives exceed/meet/do not meet the specific measures of effectiveness. The AoA will include modeling, simulation, and CSAR scenarios projected for 2010. If this analysis results in the initiation of an acquisition program to procure a replacement for the HH-60G aircraft, the Initial Operational Capability (IOC) would be in place by the end of FY07.The Block 152 upgrade, formally known as Upgraded Communication, Navigation/Integrated Electronic Warfare (UCN/IEW), is the most significant upgrade ever for the HH-60G Pave Hawk. The upgrades are designed to greatly e
nhance the aircraft’s performance in locating and retrieving downed pilots from hostile territory. The program is managed by Aeronautical Systems Center (ASC) here. The combined government team includes ASC, Warner Robins Air Logistics Center and Air Combat Command. New features include an enhanced communication and navigation system, and an electronic warfare suite that dispenses countermeasures to thwart missile and radar threats. These systems are integrated into a 1553 computer data bus designed to greatly reduce aircrew workload. (The 1553 data bus concept was developed here in the late 1970s by Air Force personnel in the Avionics Laboratory, now Sensors Directorate of Air Force Research Laboratory.) The aircraft also features a new, external, gun-mount system that supports a .50 caliber machine gun in addition to the current, 7.62-mm minigun and M240 gun. After certification of the upgrade on a prototype aircraft, a contract will be issued to retrofit 48 more aircraft, scheduled to be completed by 2007.
The Block 152 acquisition program started out as a minor mod, fitting the new items in available space, but ended up as a major mod with the relocation of almost every avionics unit. All of the communications and navigation information on the new aircraft is available on a single, control display unit. Another modification to the helicopter is the relocation of the forward-looking, infrared radar (FLIR) turret from an area that was below the nose and slightly to the left of the centerline, to an area on the nose that is higher off the ground along the centerline of the aircraft. This was primarily a maintenance-driven requirement. These aircraft have to land in unimproved areas, and there was a problem with these costly turrets being crushed, so the idea was to move it up and forward.
Guns on the modified Pave Hawk are mounted externally, instead of being hinged to swing inside the cabin to lock in place. This provides flight engineers, who operate the aircraft’s weapons, with the advantage of closing the gunner’s windows when flying in subzero temperatures, and frees up cabin space. The guns lock in a fixed, forward-firing position. In this configuration, the capability exists for pilots to operate the weapons. The new mounts provide a weapon system that is completely external, to include the ammunition cans. The new system supports operation of a .50 caliber machine gun. Previously, the big gun only could be operated from the open door of the aircraft.
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As another defensive measure, the new Pave Hawks will come equipped with electronic countermeasures that detect enemy radar and missile threats. The aircraft is designed to dispense flare and chaff automatically when these threats are detected. These flare-and-chaff buckets, never operationally certified before on any combat search-and-rescue helicopter, can operate in an automatic, semi-automatic or manual mode.
This picture is not a PaveHawk.T
he communications, navigation and electronic warfare systems are integrated into an additional 1553 data bus. All of the aircraft’s avionics, communications, navigation and electronic warfare systems fit into two, floor-to-ceiling racks immediately behind the cockpit, next to the flight engineer and gunners’ stations. The placement of these racks came as the result of a solution to a problem the team encountered when designing the new features. Originally the equipment was to be placed in the aft section of the aircraft. However, the weight of racks created a 400-pound, center-of-gravity problem. Placing two racks forward was the solution; moving the FLIR turret forward, also helped solve, unintentionally, the center-of-gravity problem. The placement of the equipment racks increases the overall cabin space. The racks are “line-replaceable units.” Equipment can be removed from the racks for repair and replaced within an hour. The racks provide room for future growth should additional equipment be added at a later date. The system also is designed to take advantage of the heat generated by the avionics systems in the racks. Warm air can be vented outside in hot weather, and inside in cool weather.
Other important additions to the helicopter include a voice warning system; a multi-mission, adaptive tactical terminal, which provides crewmembers with real-time, off-board intelligence; system data loading with either 3.5 inch diskettes or flash memory “cards,” and improved Night Vision Goggles and NVG compatible displays.
Best Aircraft of the Year
Each year, a few categories come and go within our list of the best aircraft of the last 12 months. This year, we added space flight. What once seemed like science fiction or merely the realm of aeronautic science is now becoming a commercial reality. This last year saw Virgin Galactic and SpaceX perform successful missions into space—and back. Expect more leaps forward in the next 12 months.
It is an interesting time for not only space travel, but private aviation, too. While larger and larger jets are flying farther and faster, smaller personal jets and enthusiast aircraft are thriving as well. And let’s not forget the vertical takeoff and landing craft that shifted into hyperdevelopment mode. There’s never been a more exciting time to be airborne.https://3bd377ec286ee5eaccdebbfc04e8ff1a.safeframe.googlesyndication.com/safeframe/1-0-37/html/container.html
BUSINESS JET OF THE YEAR:
Bombardier Global 7500
Bombardier Global 7500. Courtesy of Bombardier
After much anticipation, the first Bombardier Global 7500 business jet entered service in December of 2018—and to positive fanfare. Since coming on the scene, the 7500 has wasted no time in breaking as many records as possible. At press time, these include distance (between Singapore and Tucson, Ariz.) and speed (between New York and Los Angeles). While performance for a private jet got an upgrade, so did comfort—the Bombardier Nuage chair with its free-floating base is the first true seat revamp in 30 years for the private aviation sector. The 7500 accommodates 19 passengers, has a range of 7,700 nautical miles (8,861 regular miles—say, from LA’s Van Nuys Airport to Dubai or San Francisco to Singapore, among many other pairs) and has a top speed of Mach 0.925. Even the crew gets a posh boost with a private seat that fully reclines for sleeping and is separated by a privacy door. The flexible cabin plan could include, for example, a master suite with queen bed with storage and an en-suite bathroom with shower; a media room with sofa that can become a bed (more stash space underneath); a dining and living/conference area (with a table that folds out for six); the crew rest suite across from the galley (with all the secret hideaway drawers and popup stow slots as well as an oven and sink for fresh preparations); and another forward bathroom. This jet really has everything you might need for that ultralong-range flight.
Controlling sound, movies, blinds and lights—from any seat or bed— just got easier with a state-of-the-art pop-up dial with an OLED display. This dial, named the “nice Touch cabin management system,” is part of a platform developed in collaboration with Lufthansa Technik. And it’s pretty cool—as is the Ka-band satellite communications for fast internet speeds. There’s no doubt that the world’s largest and longest-range business jet lives up to the hype.https://3bd377ec286ee5eaccdebbfc04e8ff1a.safeframe.googlesyndication.com/safeframe/1-0-37/html/container.html
Bell Nexus Courtesy of Bell
If anyone is going to truly take a vertical takeoff and landing (VOTL) concept to market, our bets are on chopper experts Bell. With seven decades of experience as a helicopter manufacturer, and as the builder of the V-22 Osprey and the V-280 Valor tiltrotor military aircraft, Bell carries cachet among the new and established companies developing vertical takeoff and landing aircraft that also fly horizontally like an airplane. So while you can dismiss some of the recent VTOL concepts as pies in the sky, you can’t do that here. The Bell name lends credibility to the four-passenger hybrid-electric VTOL, which features six 8-foot-diameter ducted fans that tilt to make the instant transition from vertical takeoff to horizontal flight. Plans call for the Nexus to initially be flown by a pilot, but eventually it could fly autonomously. The craft will have a range of about 150 miles and a top speed of roughly 150 mph. It will be small enough to take off from and land on most helipads. Bell hopes to begin flight tests with a prototype in 2023 and have the Nexus in service by the mid-2020s.
Bombardier Challenger 350
Bombardier Challenger 350 Courtesy of Bombardier
For those who need their private jet to be able to cross the country (or the Atlantic) on the regular, the Bombardier Challenger 350 has been the business jet of choice, averaging more than 60 deliveries annually in its first four full years of service (2015 through 2018), many going to NetJets, Flexjet and other private-aviation companies that appreciate the reliable, workhorse nature of the Challenger 350 and see its $27 million price as a solid investment. You just couldn’t fly into airports such as Aspen or London City because of steep approaches or shorter runways. But the aircraft’s capabilities and cabin comforts seemed to outweigh that negative. It has a range of nearly 3,700 miles, a max cruising speed of 548 mph, and room for 10 passengers. The cabin is just over 25 feet long, 6 feet tall and 7 feet 2 inches wide. The standard configuration seats eight passengers in two sets of four comfy club seats. Last year, however, Bombardier enhanced the Challenger 350 so that it could receive steep-approach certification. Now it can land at (and take off from) airports that used to be off limits. The latest version of the aircraft needs less than 2,400 feet of runway to land. https://3bd377ec286ee5eaccdebbfc04e8ff1a.safeframe.googlesyndication.com/safeframe/1-0-37/html/container.html
Cessna Citation Latitude
Cessna Citation Latitude Courtesy of Cessna
The Cessna Citation Latitude was the third most-delivered business jet in 2018, behind the Cirrus Vision Jet and Bombardier’s Challenger 350. In its own midsize class, however, the Latitude was out in front, with 57 handed over last year, up from 54 in 2017. While three more wouldn’t seem like much in other sectors, when you’re talking about a $17 million piece of kit, each and every one is significant. Desire for the Latitude is growing.
Perhaps it’s because its flat-floor cabin has six feet of headroom. Or maybe it’s that 22-foot cabin’s ability to seat nine passengers. The pressurization system gives the feel of flying at 5,950 feet when the jet is actually cruising along at 45,000 feet. With four passengers, the Latitude can fly more than 3,100 miles without stopping at its 513 mph max cruising speed. Garmin’s G5000 touch-screen avionics with synthetic-vision technology give top-notch guidance in the cockpit.
Airbus ACH135 Helionix
Airbus ACH135 Helionix Courtesy of Airbus Corporate Helicopters
Quick urban hops and jaunts to remote areas that don’t necessarily have an airstrip got a lot more luxe—and safe—last year. ACH, the Airbus corporate helicopters division launched in 2017 that’s dedicated to corporate and personal choppers, delivered the first ACH135 Helionix in September. The initial example features a five-seat configuration (plus pilot) with ACH’s sports car–inspired Line series interior. Most noteworthy is the bird’s avionics system, which was designed to improve situational awareness and to reduce the complexity of the system and number of displays pilots have to keep track of. It also has a more advanced autopilot system to make flying simpler and safer, including an auto hover “pause” button (ideal when faced with low visibility or busy environments), a “go-around” button (the ACH135 will automatically fly around and reposition itself on the best landing approach) and automated engine management (ensuring a smooth and safe flight even if one of the two engines fails). Two turboshaft engines power the agile aircraft to a maximum cruise speed of 137 knots and a top endurance of 3 hours and 39 minutes. The cabin offers up large windows for great visibility, as well as its corporate jet–style finishing, such as hand-sewn soft leather seats. https://3bd377ec286ee5eaccdebbfc04e8ff1a.safeframe.googlesyndication.com/safeframe/1-0-37/html/container.html
Embraer Phenom 300E
Embraer Phenom 300E Erich Shibata Nishiyama
The most-delivered light jet for each of the past seven years became even better in 2018, when Embraer began producing the Phenom 300E, giving the popular plane a tech and comfort makeover. Embraer redesigned the interior and installed, among other features, a new cabin-management and inflight-entertainment system by Lufthansa Technik. The system is housed in a panel that runs along the centerline of the aircraft’s ceiling and includes two 7-inch swing-down displays. Reading lights and fans have been moved into the panel to create more headroom above the seats. The panel also includes new ambient lighting. The redesign creates more space, specifically more aisle room (in addition to the extra headroom), while adding larger seats, which now have broader backs and extendable head and leg rests. The 300E, which is usually configured to seat six passengers behind the cockpit (but can seat up to nine plus pilot), has the same range and high cruising speed as its predecessor: 2,270 miles and 521 mph. (Base price: $9.45 million.)
Winch Design Courtesy of Winch Design
Founded in 1986 by Andrew and Jane Winch as a yacht-design company—both exterior and interior—London-based Winch Design has made a name for itself by creating bespoke aviation, yachting and land-based masterpieces, inside and out. This year, we applaud the studio for its custom-interiors concepts for Boeing Business Jets and Airbus Neo aircraft.
By employing irregularly shaped spaces within the cabin, with molded paneling and movable (but securable) furniture, the Winch team creates compelling, adaptable and livable spaces that inspire relaxation in flight but are at the ready to do business when the time is right.
Soft leathers, light-colored marble, natural shells, cream-silk carpets, rosewood accents and mother-of-pearl accessories—not to mention artwork—set a residential tone for the serene aircraft interior. Full-size bathrooms give the feel of home. Dare we bring the kids?https://3bd377ec286ee5eaccdebbfc04e8ff1a.safeframe.googlesyndication.com/safeframe/1-0-37/html/container.html
VSS Unity MarsScientific.com/Trumbull Studios
“It was intense and magical and serene and almost unlike anything anyone can imagine.” That’s how Beth Moses, Virgin Galactic’s chief astronaut instructor, described her trip as a passenger aboard VSS Unity, Virgin Galactic’s rocket-fueled space plane that, in late February, traveled beyond the Earth’s atmosphere and into space for the second time—and for the first time with a passenger. If all goes as planned, anyone who can afford a $250,000 ticket won’t have to imagine what Moses described; he or she will be able to experience it. So far, more than 600 people have reportedly purchased tickets to fly aboard a Virgin Galactic space plane. It’s doubtful any civilians will make the trip by July 18, the 50th anniversary of the launch of Apollo 11 and the date by which Virgin Galactic founder Richard Branson has said he hopes to make his first space flight. However, the February flight was certainly more than just a small step for the company, which Branson established 15 years ago; it was a giant leap for space tourism. After flying VSS Unity 51.4 miles above sea level (NASA places the border between the Earth’s atmosphere and space at 50 miles above sea level) and landing it safely in the Mojave Desert in December, Virgin Galactic’s two pilots were joined by Moses for the February flight, which reached an altitude of 55.87 miles and a speed of Mach 3.0. Moses was on board to evaluate the space-flight passenger experience: the intense, magical and peaceful sensation of weightlessness and the sights of the curve of the Earth and the star-filled sky.