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The Sikorsky S-70 is one of the most popular medium lift transport/utility helicopters in the world. Originally created to specification for the US Army's Utility Tactical Transport Aircraft System project it has become one of the most produced helicopters in the world serving many roles in all of the branches of the US military, as well as in almost every area of civil aviation. It is a Twin-Turboshaft medium lift, medium range helicopter that is designed for reliability.

Design
The Sikorsky S-70 is a long, squat medium lift medium range utility helicopter originally fitting two General Electric T-700 1,150kW Turboshaft engines. It has a fully-articulated four blade rotor with elastomeric bearings in the rotor head, and it's four blade tail rotor is canted and features a rigid crossbeam. It has a ferry range of 1,380 miles with a fuel capacity of 2,930kg, it can carry a payload of up to 9,000 kg, it has a cruise speed of 173mph, a theoretical maximum speed of 183mph, and a never exceed speed of 220mph it can climb at a rate of of 700 feet per second, and it has a service ceiling of 19,000 feet. It's rotor is 16.4M in diameter, its 19.8 meters long, and is 5.1 meters tall, weighing 4,830 kilograms when empty. It has a crew of 1-4, and uses the NAVSTAR Global Positioning System as its primary long range navigational aid, using a Collins RCVR-3A radio to simultaneously receive information from four of the NAVSTAR system's 18 worldwide satellites.

It's design goal was to take the west's most successful military helicopter, the Bell UH-1 Iroquois "Huey" and make it much more survivable, reliable, and cost effective. As a successor to the Huey, it was designed to carry an 11 man army infantry squad along with their equipment. It's long, squat posture is owed to a requirement that it be transportable in the C-130. It's engines were designed so that if one were to fail, it could continue flying. It's gearboxes are designed to "run dry", so that if, for any reason, there's a failure in the oil supply, the gearboxes will continue operating. It's critical systems are armored, including it's powerplant, electronics, hyrdaulics, avionics, and it's redundant flight controls that have maximum physical separation to reduce the chance that they could both fail.

To reduce its maintenance footprint is has modular construction, it's transmission consists of five modules, two input modules, a left, and right, which are interchangeable, and each input module has an accessory module which are also interchangeable. The crew and troop seats are crashworthy, and the crew seats are armor protected. It has dual stage landing gear shock absorbers, an armored, crashworthy (structurally redundant?) main structure, a quieter, and more robust main and tail rotor system, and an armored, crashworthy fuel system. Finally, it's powerful twin engines give it acceptable "high and hot" performance.

T700
The army's development of the Blackhawk coincided with it's development of the new, powerful GE T700 turboshaft engine T700-GE-701 T700-GE-701C T700-GE-701D T700-GE-401 T700-GE-401C
 * T700-GE-700
 * 1210kW
 * 1410kW
 * 1447kW

Turbomecca Arriel 1S

 * Turbomecca Arriel 2S1
 * Turbomecca Arriel 2S2

Pratt and Whitney PT6-36

 * Pratt and Whitney PT6-36A
 * Pratt and Whitney PT6-36B

mod 1

 * The main rotor blades incorporate composite materials including a hollow titanium spar that is plasma arc welded and hot formed to its oval shape, a fiberglass cover, a redundant graphite root end, a Kevlar tip cap and Nomex honeycomb in the trailing edge. The main rotor blades use an SC1095 airfoil and have a non-linear twist to load the blades evenly in a hover. Tip caps are swept to reduce noise and vibration.
 * conventional bearing

mod 2

 * composite rotor (carbon fiber?)
 * foil bearing

Development
The US Army's experience in the Vietnam War in the 60s influenced their requirements for a replacement to the UH-1 Huey helicopter. Embodied in the UTTAS program the Army published a Request for Proposal in 1972. Bell, Boeing-Vertol, and Sikorsky submitted proposals, Boeing-Verton and Sikorsky were chosen to create prototypes of their designs. Competing with Boeing-Vertol's YUH-61A, Sikorsky's YUH-60A won the competition. Turbine engines provide the high power to weight ratio required for helicopters, but they are least efficient at high temperatures in the less dense air of high altitudes, an environment commonly encountered during wars in Vietnam and Afghanistan. Other areas marked for improvement included reliability, survivability, crashworthiness, improved lift capacity, and reduced life-cycle costs. Another part of the specification called for two of the helicopters to be transportable in a C-141, and six in a c-5 transport plane. This requirement created the distinctive squat, stretched look of the S-70 line. Three YUH-60A prototypes were constructed, with the first flying in October 1974. They were evaluated against the Boeing-Vertol YUH-61A. The YUH-60A was selected for production, and entered service as the UH-60A Black Hawk with the US Army in 1979.

Black Hawk
After entering service, the helicopter was modified for new missions and roles, including mine laying and medical evacuation. An EH-60 variant was developed to conduct electronic warfare and special operations aviation developed the MH-60 variant to support its missions. Due to weight increases from the addition of mission equipment and other changes, the Army ordered the improved UH-60L in 1987, production started in 1989. The new model incorporated all of the modifications made to the UH-60A fleet as standard design features. The UH-60L also featured more power and lifting capability with upgraded T700-GE-701C engines generating 1,940 shp per and a stronger gearbox, both developed for the SH-60B Seahawk. Its external lift capacity increased by 1,000 lb (450 kg) to 9,000 lb (4,100 kg). The UH-60L also incorporated the automatic flight control system (AFCS) from the SH-60 for better flight control due to handling issues with the more powerful engines.

Development of the next improved variant, the UH-60M, was approved in 2001, to extend the service life of the UH-60 design into the 2020s. The UH-60M incorporates upgraded T700-GE-701D engines and improved (composite?) rotor blades. It also features state of the art electronic instrumentation (lcd/plasma?), flight controls and aircraft navigation control. After the U.S. DoD approved low-rate initial production of the new variant, manufacturing began in 2006, with the first of 22 new UH-60Ms delivered in July 2006. After an initial operational evaluation, the Army approved full-rate production and a five-year contract for 1,227 helicopters in December 2007.

Seahawk SH-60B
During the 1970s the U.S. Navy began looking for new helicopter to replace the SH-2 Seasprite used by the Navy as its platform for the Light Airborne Multi-Purpose System (LAMPS) Mark I avionics suite for the maritime warfare and a secondary search and rescue capability. Advances in sensor and avionic technology lead to LAMPS Mk II suite, but the SH-2 was not large enough to carry the Navy's required equipment. The Navy based its requirements on the Army's UTTAS specification to decrease costs from commonality. Sikorsky and Boeing-Vertol submitted proposals for Navy versions of their Army UTTAS helicopters in April 1977 for review. The Navy also looked at helicopters being produced by Bell, Kaman, Westland and MBB, but these were too small for the mission. In early 1978 the Navy selected Sikorsky's S-70B design, which was designated "SH-60B Seahawk".

Maintaining 83% commonality with the UH-60A the main changes made included corrosion protection, more powerful T700 engines, single-stage oleo strut, replacing left side door with fuselage structure, adding two weapon pylons, and shifting the tail landing gear 3.96 m forward to reduce the footprint for shipboard landing. Other changes included larger fuel cells, an electric blade folding system, folding horizontal stabilators for storage, and adding a 25-tube pneumatic sonobuoy launcher on left side. An emergency flotation system was also installed in the stub wing fairings of the main landing gear on both sides of the aircraft. Five YSH-60B Seahawk LAMPS III prototypes were ordered. The first flight of a YSH-60B occurred on 12 December 1979. The first production version SH-60B achieved its first flight on 11 February 1983. The SH-60B entered operational service in 1984 with first operational deployment in 1985.

The SH-60B LAMPS Mk III is deployed primarily aboard frigates, destroyers, and cruisers. The primary missions of the SH-60B are surface warfare and anti-submarine warfare. The SH-60B carries a complex system of sensors including a towed Magnetic Anomaly Detector (MAD) and air-launched sonobuoys. Other sensors include the APS-124 search radar, ALQ-142 ESM system and nose-mounted forward looking infrared (FLIR) turret. It carries torpedos, AGM-114 Hellfire missile, and a single cabin-door-mounted machine gun. A standard crew for a SH-60B is one pilot, one ATO/Co-Pilot (Airborne Tactical Officer), and an enlisted aviation warfare systems operator (sensor operator). The SH-60J Is the Japanese SDF Seahawk.

SH-60F Seahawk
the Navy began development of the SH-60F to replace the SH-3 Sea King. Development of this variant began with the award of a contract to Sikorsky in March 1985. An early-model SH-60B was modified to serve as a SH-60F prototype. The company was contracted to produce seven SH-60Fs in January 1986 and the first example flew on 19 March 1987.

The SH-60F primarily serves as the carrier battle group's primary antisubmarine warfare (ASW) aircraft. The helicopter hunts submarines with its AN/AQS-13F dipping sonar, and carries a 6-tube sonobuoy launcher. The SH-60F is unofficially named "Oceanhawk". The SH-60F carries torpedoes for its offensive weapons, and it has a choice of fuselage-mounted machine guns for self-defense. The standard aircrew consists of one pilot, one co-pilot, one tactical sensor operator (TSO), and one acoustic sensor operator (ASO).

HH-60H Seahawk
Based on the SH-60F the Combat Search and Rescue (CSAR), Naval Special Warfare, and Anti-Surface Warfare (ASuW) HH-60H was developed in conjunction with the HH-60J beginning in September 1986 with a contract for the first five helicopters. The variant's first flight occurred on 17 August 1988. Deliveries of the HH-60H began in 1989. The variant earned initial operating capability in April 1990. The HH-60H's official DoD and Sikorsky name is Seahawk, though it has been called "Rescue Hawk". It carries a variety of defensive and offensive sensors making it one of the most survivable helicopters in the world. Sensors include a FLIR turret with laser designator and the Aircraft Survival Equipment (ASE) package including the ALQ-144 Infrared Jammer, AVR-2 Laser Detectors, APR-39(V)2 Radar Detectors, AAR-47 Missile Launch Detectors and ALE-47 chaff/flare dispensers. Additionally, airframe improvements in engine exhaust deflectors provide infrared thermal reduction reducing the threat of heat-seeking missiles. The HH-60H can carry up to four AGM-114 Hellfire missiles on an extended wing using the M299 launcher and a variety of cabin and port window mounted machine guns. The HH-60H's standard crew is pilot, copilot, an enlisted crew chief, and two door gunners.

MH-60S "Knighthawk"
The Navy decided to replace its venerable CH-46 Sea Knight helicopters in 1997. After sea demonstrations by a converted UH-60, the Navy awarded production contract for the CH-60S in 1998. The variant first flew in 27 January 2000 and it began flight testing later that year. The CH-60S was redesignated MH-60S in February 2001 to reflect its planned multi-mission use. The MH-60S is based on the UH-60L and has many naval SH-60 features. Unlike all other Navy H-60s, the MH-60S is not based on the original S-70B/SH-60B platform with its forward-mounted twin tail-gear and single starboard sliding cabin door. Instead, the S-model is a hybrid, featuring the main fuselage of the S-70A/UH-60, with large sliding doors on both sides of the cabin and a single aft-mounted tail wheel; and the engines, drivetrain and rotors of the S-70B/SH-60. It is deployed aboard amphibious assault ships and fast combat supply ships. It has two missions: troop transport and vertical replenishment (VERTREP), but can also perform search and rescue (SAR). The MH-60S will, in the near future, deploy with the AQS-20A Mine Detection System and an Airborne Laser Mine Detection System (ALMDS) for identifying submerged objects in coastal waters. The S-model is the first US Navy helicopter to field the glass cockpit whereby the flight data information is relayed to pilots using four digital screens rather than electromechanical gauges and dials. Machine guns are it's primary defense. A "batwing" refit (Armed Helo Kit) based on the Army's UH-60L was developed to accommodate Hellfire, Hydra 70 2.75 inch rockets, or larger guns or cannons. The MH-60S can be equipped with a nose mounted forward looking infrared (FLIR) turret to be used in conjunction with the Hellfire missiles and also carries the ALQ-144 Infrared Jammer. The MH-60S is unofficially known as the "Knighthawk", reflecting its role as the designated successor of the Sea Knight, though this name was formally disapproved in favor of the "Seahawk" name. A standard crew is one pilot, one copilot and two others depending on mission. With the retirement of the Sea Knight, the squadron designation of Helicopter Combat Support Squadron (HC) was also retired from the Navy. Operating MH-60S squadrons were re-designated Helicopter Sea Combat (HSC).

MH-60R Seahawk
The MH-60R was originally referred to as "LAMPS Mark III Block II Upgrade" when it began development in 1993. Two SH-60Bs were converted by Sikorsky for the project. The first modified SH-60 made its maiden flight on 22 December 1999. These conversions, designated YSH-60R, were delivered to NAS Patuxent River in 2001 for flight testing. The production variant was redesignated MH-60R to match its multi-mission capability. The MH-60R is designed to combine the features of the SH-60B and SH-60F. Its sensors include the ASE package, MTS-FLIR, an advanced airborne fleet data link, and a more advanced airborne active sonar. It does not carry the MAD suite. Pilot instrumentation will be based on the MH-60S's glass cockpit, using several digital monitors instead of the complex array of dials and gauges in -B and -F aircraft. Offensive capabilities are improved by the addition of new Mk-54 air-launched torpedoes and Hellfire missiles. All Helicopter Anti-Submarine (HS) and Helicopter Anti-Submarine Light (HSL) squadrons that receive the -R will be redesignated Helicopter Maritime Strike (HSM) squadrons.

Pave Hawk
In 1981, the U.S. Air Force chose the UH-60A Black Hawk to replace its HH-3E Jolly Green Giant helicopters. After acquiring some UH-60s, the Air Force began upgrading each with an air refueling probe and additional fuel tanks in the cabin. The machine guns were changed from 7.62 mm M60s to 12.7 mm XM218s. These helicopters were referred to as "Credible Hawks" and entered service in 1987. Later Credible Hawks and new UH-60As were upgraded and designated MH-60G Pave Hawk. These upgrades were to be done in a two step process. But funding only allowed 16 Credible Hawks to receive the second step equipment. These helicopters were allocated to special operations use. The remaining 82 Credible Hawks received the first step upgrade equipment and were used for combat search and rescue. In 1991, these search and rescue Pave Hawks were redesignated HH-60G. The Pave Hawk features an upgraded communications and navigation suite that includes an integrated inertial navigation/global positioning/Doppler navigation systems, satellite communications, secure voice, and Have Quick communications.

All HH-60Gs have an automatic flight control system, night vision goggles lighting and forward looking infrared system that greatly enhances night low-level operations. Additionally, some Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the HH-60G an all-weather capability. Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served (or pilot-controlled) 7.62 mm miniguns or .50-caliber machine guns and an 3,600 kg capacity cargo hook. To improve air transportability and shipboard operations, all HH-60Gs have folding rotor blades. Pave Hawk combat enhancements include a radar warning receiver, infrared jammer and a flare/chaff countermeasure dispensing system. HH-60G rescue equipment includes a hoist capable of lifting a 270 kg load from a hover height of 60 m, and a personnel locating system. A number of Pave Hawks are equipped with an over-the-horizon tactical data receiver that is capable of receiving near real-time mission update information.

Mitsubishi H-60/SH-60J
The JMSDF chose SH-60B Seahawk as the successor of the Mitsubishi HSS-2A/B Sea King, first acquiring a S-70B-2 from Sikorsky for study in 1985. Their hope to develop a native LAMPS Mk III for Japan was declined by the United States, so most avionics sets were developed in the Technical Research and Development Institute. The Defense Agency ordered two XSH-60Js from Sikorsky for $27 million. Their first flights were on 31 August 1987. The Defense Agency designated the model SH-60J. They were fitted with Japanese avionics systems and tested.

The SH-60J is built in Japan under license from Sikorsky. It began deliveries in August 1991 and entered service thereafter. With HQS-103 Dipping Sonar, HPS-104 Search Radar, and HLR-108 ESM System equipment of the avionics of SH-60B be different. The engine is the GE/IHI T700-IHI-701C turboshaft, which Ishikawajima-Harima Heavy Industries produced under license. It is a hybrid of SH-60B and SH-60F, except for the native avionics. The crew includes a pilot, copilot and sensor operator. The copilot can concentrate on the role of Tactical Coordinator with the help of the Automatic Flight Management System and Inertial Navigation system. Over 100 SH-60Js have been produced by 2007.

SH-60K
The SH-60K is an upgraded SH-60J anti-submarine helicopter with strengthened performance and versatility that Mitsubishi began developing in 1997. The SH-60K has formerly known as SH-60Kai.The Director General of the Defense Agency officiated it's adoption in March 2005. Mitsubishi developed new main rotor blade, Ship Landing Assist System, new avionics system, and other systems. Two prototypes SH-60Ks were built by modifying SH-60Js. These prototypes were completed and delivered by June 2002. The SH-60K's cabin was expanded in length by 30 cm and in height by 15 cm compared to the SH-60J. The larger cabin allows for the new avionics system. Those and the airframe changes are compensated by the exchange of the T700-IHI-401C2 engine. The first production SH-60K was delivered to JMSDF on 10 August 2005. A total of 50 SH-60Ks are being supplied under new production.

UH-60J
In 1988, the Japan Air Self-Defense Force choose the UH-60L to replace its KV-107 and Sikorsky S-62 helicopters. The first aircraft was built by Sikorsky, with the company designation S-70A-12, and two more were assembled by Mitsubishi Heavy Industries. Mitsubishi is producing the remaining UH-60Js under license. The Japan Marine Self-Defense Force also chose Search and rescue, and utility helicopters to replace the S-61A in 1989. The UH-60J is powered by native T700 engines of the SH-60J. It features external fuel tanks, an external rescue winch, a native radar, a FLIR turret in the nose and bubble side windows for observers. The Japan Air Self-Defense Force machines were fitted with T700-IHI-701A engines, while Japan Marine Self-Defense Force machines were fitted with marinized T700-IHI-401C engines. The UH-60Js began deliveries in 1991 and entered service in 1992. Mitsubishi and Sikorsky have teamed in support of the Self Defense Force's mission requirements. The UH-60J+ incorporates various upgrades for the modern SAR mission. By 2006 Defense budget of Japan, UH-60Js begin addition of Refueling probe in 2009.

UH-60JA
The Japan Ground Self-Defense Force ordered a utility variant of the UH-60L designated UH-60JA in 1995. The JGSDF began receiving the UH-60JA in 1997. It features improved avionics, including FLIR, Color weather radar, GPS receiver, a Night Vision Goggle compatible cockpit and wire cutter. The JGSDF plans to acquire 70.

HH-60 Jayhawk
The Seahawk derived HH-60 Jayhawk, developed in conjunction with the HH-60H Rescue Hawk, was chosen to replace the HH-3F Pelican. The HH-60J Compared to its predecessor, the HH-3F, the HH-60J is lighter, is faster, has more powerful engines and is equipped with more sophisticated electronics. The HH-60J was developed in conjunction with the United States Navy's HH-60H Rescue Hawk.

Sikorsky began development in September 1986 achieving first flight on August 8, 1989. The first aircraft was delivered to the USCG for developmental testing in March, 1990.

MH-60T upgrade program The USCG began converting its HH-60Js to MH-60Ts in January 2007. This avionics and capabilities upgrade is part of the USCG's Integrated Deepwater System Program and will provide a glass cockpit, an enhanced electro-optic/infrared sensor system as well as a radar sensor system and airborne use of force capability. The airborne use of force package includes both weapons for firing warning and disabling shots and armor to protect the aircrew from small arms fire.

S-92
Sikorsky Aircraft first displayed a S-92 mockup of the planned helicopter in 1992. The S-92 was to be offered for sale beginning in 1993, but due to a decline in the international market for helicopters, this was delayed. In 1995 Sikorsky formed Team S-92 with international partners and launched the helicopter program at the Paris Airshow that year. Sikorsky developed the S-92 to compete with civil aircraft such as the Aerospatiale/Eurocopter Super Puma. The helicopter uses a new airframe with dynamic components based on the S-70/H-60 components. The S-92 took its maiden flight on December 23, 1998 at the Sikorsky Development Flight Center, West Palm Beach, Florida. In July 2000, Sikorsky announced design changes to the S-92. The fuselage of prototype #3 was lengthened by 40 cm aft of the cockpit, the tail pylon was shortened by 1.04 m, and the horizontal stabilizer was repositioned from the left side opposite the tail rotor to the right side at the base of the tail pylon. The modifications to the tail solved a pitch stability issue discovered during flight testing, and were reported to allow the aircraft to meet a key requirement of the Nordic Standard Helicopter Program (NSHP) for shipboard stowage. The lengthening of the fuselage and shortening of the tail pylon shifted the aircraft center of gravity (CG) forward, permitting a more level attitude in flight. The longer fuselage allowed for an additional row of three seats, as well as a larger passenger door option for Search and Rescue (SAR) customers. Sikorsky incorporated the changes into the following two prototypes as the production standard configuration. Some reports suggested that the modifications were actually to resolve damage from structural design flaws. The S-92 is built and customized in Sikorsky's Coatesville, Pennsylvania facility. The S-92 received Federal Aviation Administration (FAA) part 29 type certification on December 19, 2002, and received International European Aviation Safety Agency/Joint Aviation Authorities (EASA/JAA) certification on June 8, 2004. In June 2009, Sikorsky Aircraft entered into a joint-venture with Tata Advanced Systems Limited (TASL) for S-92 manufacturing in India for export and domestic markets. A US$ 200 million manufacturing plant will be operational in Hyderabad by 2010. Initially, TASL will supply the complete cabins for the S-92 to Sikorsky.

S-76
The S-76 was, for a short time, designated the S-74, and it was first announced in Texas in 1975. It inherited the design of it's drivetrain from the uh-60. It's replacement engines were designed specially for the S-76.

S-70A
Military Model for Export Market
 * S-70A FireHawk: Firefighting variant of the UH-60L. Tank system designed and built by Aero Union in Chico, California.
 * S-70A (N) Naval Hawk: Maritime variant that blends the S-70A Black Hawk and S-70B Seahawk designs.

S-70B Seahawk
Navalized Military Model for Export Market See SH-60B

S-70C Seahawk
see S-70B (Maybe the B, or C model has a folding tail for carrier operation)

S-70C Firehawk
Commercian firefighting version

S-70i
International military version assembled by Sikorsky subsidiary, PZL Mielec in Poland

T-70
A Turkish variant of the S-70i, built under license by Turkish Aerospace Industries with indigenous Turkish mission-computer, avionics, landing gear and transmission.

S-76
Sikorsky's commercial model

S-76+
Updated

S-76++
Second Update 639km Operational Range with 3 hour Loiter EGPWS, four axis autopilot, auto-hover, hoist, FLIR Aeromeca Arriel 2S2 Turbine Honeywell EVXP Honeywell Usage Monitoring System Dual FADEC w/ direct control option on dual failure Engine Inlet Barrier Filters Sikorsky Quiet-Zone Gearbox EGPWS Terrain Awareness (Enhaned Ground Proximity Warning System) Cockpit Voice Recorder JAROPS 3 compliant Helicopter Flight Data Management Integrated Instrument Display System Honeywell 4 tube EFIS Collins ProLine II Avionics Suite with dual comm/nav, ADF, Transponder, DME, and radio altimeter Solid state air data system with dual AHRS and dual air data computers 406MHz ELT 281 gallons usable fuel

HEMS
Helicopter Emergency Medical Services

ALE
Airborne Law-Enforcement

S-92
New 1990s update to the S-70 design powered by twin GE CT7-8A turboshaft engines with an aluminum airframe and some composite components. The four-bladed fully articulated composite main rotor blade is wider and has a longer radius than the Sikorsky S-70. The tapered blade tip sweeps back and angles downward to reduce noise and increase lift. Most of the rotor system components aside from the blades are titanium. Tethered hover flight has recorded 31,000 lb of lift generated, both in and out of ground effect.[citation needed] The S-92 also features an active vibration control system with vibration sensors and structurally mounted force generators. The system provides for comfortable flight and acoustic levels below certification requirements.[12] This system also prolongs airframe life by reducing fatigue loads on the aircraft. A number of safety features such as flaw tolerance, bird strike capability, and engine burst containment have been incorporated into the design. Adherence to FAA FAR part 29 has led the FAA certification board to call the S-92 the "safest helicopter in the world".[13] The S-92 reportedly met the FAR part 29 "run dry" requirement by asserting the loss of oil pressure in the main gear box is "extremely remote".[14] In February 2011, Norwegian newspaper Dagbladet reported health concerns from the noise and vibrations in the aircraft. Pilots are alleged to get tinnitus, heart problems and other.

Variants

 * HH-60J
 * HH-60T

MH-60/HH-60 Pavehawk
Designed for Military Search and Rescue, and Covert Insertion, as well as to be interoperable with the PAVE electronics system it is capable of all-weather night time operations. Additionally, it has seen civilian missions including civil search and rescue, emergency aeromedical evacuation (MEDEVAC), disaster relief, international aid, counter-drug activities and NASA space shuttle support.

Variants

 * HH-60A: Prototype for the HH-60D rescue helicopter. A modified UH-60A primarily designed for combat search and rescue. It is equipped with a rescue hoist with a 200 ft (60.96 m) cable that has a 600 lb (270 kg) lift capability, and a retractable in-flight refueling probe.
 * HH-60D Night Hawk: Prototype of combat rescue variant for the US Air Force.
 * HH-60E: Proposed search and rescue variant for the US Air Force.
 * HH-60G Pave Hawk: Search and rescue helicopter for the US Air Force. UH-60A Credible Hawk were updated to the HH-60G configuration as part of the first phase in a two-phase program.
 * MH-60G Pave Hawk: Special Operations, search and rescue model for the US Air Force. Equipped with long-range fuel tanks, air-to-air refueling capability, FLIR, improved radar. Powered by T-700-GE-700/701 engines.
 * HH-60H Rescue Hawk: Special Operations, search and rescue model for the US Navy. Equipped with long-range fuel tanks, FLIR, improved radar, and 2 BRU auxiliary fuel/armament racks allowing the addition of external fuel tanks and the Hellfire guided weapons system.
 * Maplehawk: Proposed search and rescue version for the Canadian Forces to replace aging CH-113 Labradors. The CF opted for the CH-149 Cormorant instead.
 * HH-60M : a search and rescue version of UH-60M with a glass cockpit and more powerful engines.
 * HH-60P Pave Hawk : Combat Search and Rescue variant of UH-60P, in service with Republic of Korea Air Force. Confirmed equipment of External Tank System and FLIR for night operations.

Specifications
General characteristics Crew: 4 (2 pilots, flight engineer, gunner) Capacity: max. crew 6, 8–12 troops, plus litters and/or other cargo Length: 64 ft 10 in (17.1 m) Rotor diameter: 53 ft 8 in (14.1 m) Height: 16 ft 8 in (5.1 m) Empty weight: 16,000 lb (7,260 kg) Max. takeoff weight: 22,000 lb (9,900 kg) Powerplant: 2 × two General Electric T700-GE-700/701C free-turbine turboshafts, 1,630 shp (1,220 kW) each Performance Maximum speed: 195 knots (224 mph, 360 km/h) Cruise speed: 159 kt (184 mph, 294 km/h) Range: 373 mi (internal fuel), or 508 mi (with external tanks) (600 km, or 818 km) Service ceiling: 14,000 ft (4,267 m) Armament 2x 7.62 mm (0.308 in) miniguns or 2x 0.50 in (12.7 mm) GAU-18/As [edit]Onboard Systems INS/GPS/Doppler navigation SATCOM satellite communications Secure/anti-jam communications LARS (Lightweight Airborne Recovery System) range/steering radio to compatible survivor radios Automatic flight control NVG night vision goggle lighting FLIR forward looking infra-red radar Color weather radar Engine/rotor blade anti-ice system Retractable In-flight refueling probe Integral rescue hoist RWR combat enhancement IR infra-red jamming unit flare/chaff countermeasure dispensing system

SH-60B
The SH-60B maintained 83% commonality with the UH-60A.[4] The main changes made included corrosion protection, more powerful T700 engines, single-stage oleo main landing gear, replacing left side door with fuselage structure, adding two weapon pylons, and shifting the tail landing gear 13 feet (3.96 m) forward to reduce the footprint for shipboard landing. Other changes included larger fuel cells, an electric blade folding system, folding horizontal stabilators for storage, and adding a 25-tube pneumatic sonobuoy launcher on left side.[5] An emergency flotation system was also installed in the stub wing fairings of the main landing gear on both sides of the aircraft.

H-60
The Mitsubishi H-60 series is twin-turboshaft engine helicopter based on the Sikorsky S-70 helicopter family for use by the Japan Self-Defense Force (JSDF). The SH-60J/K are anti-submarine patrol version for the Japan Maritime Self-Defense Force (JMSDF).[1] The UH-60J is a search and rescue version for the Japan Air Self-Defense Force (JASDF) and JMSDF. The UH-60JA is a utility version for the Japan Ground Self-Defense Force (JGSDF).

S-71
Attack Helicopter Variant

Personal Notes

 * Article on RG grade co-ax
 * Add info on Niccolo Paganini's contributions to math on his article page
 * Centralized database of works referenced on all wikipedia pages
 * I forget