Northrop Grumman MQ-8 Fire Scout

The Northrop Grumman MQ-8 Fire Scout is an unmanned autonomous helicopter developed by Northrop Grumman for use by the United States Armed Forces. The Fire Scout is designed to provide reconnaissance, situational awareness, and precision targeting support for ground, air and sea forces. The initial RQ-8A version was based on the Schweizer 330, while the enhanced MQ-8B was derived from the Schweizer 333.

Design and Development

RQ-8A

As the US Navy was withdrawing its RQ-2 Pioneers from service, it began to seek a second generation UAV. The Navy requirement specified a vertical takeoff & landing (VTOL) aircraft, with a payload capacity of 90 kilograms (200 pounds), a range of 125 miles (200 km), an endurance on station of three hours at an altitude of 20,000 ft (6 km), and the ability to land on a ship in a 46 km/h (29 mph) wind. The UAV was to fly 190 hours before planned maintenance.

There were three finalists in the competition, which was designated "VTOL-UAV" or "VTUAV". Bell, Sikorsky, and a collaboration of Teledyne Ryan and Schweizer Aircraft submitted designs. The Ryan-Schweizer UAV was selected as the winner in the spring of 2000. The RQ-8A Fire Scout, as it was named, was a derivative of the Schweizer three-passenger, turbine powered 330SP helicopter, with a new fuselage, new fuel system, and UAV electronics and sensors. The initial prototype of the Fire Scout was piloted in initial tests, flying autonomously for the first time in January 2000. The Rolls-Royce 250-C20 turbine engine ran on JP-8 and JP-5 jet fuel (the latter of which has a lower flashpoint and is considered safe for shipboard storage and use).

The Fire Scout was to be fitted with a sensor ball turret that carries electro-optic and infrared cameras, and a laser range finder. It was to be controlled over a data link derived from the Northrop Grumman RQ-4 Global Hawk UAV, operating over a line of sight to a distance of 172 miles (280 km). The control system was to be fitted onto a ship, or could be carried on a Humvee light vehicle for US Marine service.

MQ-8B

Although progress on the project had been regarded as satisfactory, the Navy decided the Fire Scout didn't meet their needs after all, and cut funding for production in December 2001. However, the development program continued, and Northrop Grumman pitched a range of improved configurations to anyone who was interested. As it turned out, the U.S. Army was very interested, awarding a contract for seven improved RQ-8B evaluation machines in late 2003. In 2006, it was redesignated MQ-8B.

The MQ-8B features a four-blade main rotor, in contrast to the larger-diameter three-blade rotor of the RQ-8A, to reduce noise and improve lift capacity and performance. The four-blade rotor had already been evaluated on Fire Scout prototypes. They boost gross takeoff weight by 500 pounds to 3,150 pounds (by 225 kg to 1,430 kg), with payloads of up to 700 pounds (320 kg) for short-range missions.

The MQ-8B is fitted with stub wings which serve both an aerodynamic purpose as well as an armament carriage location. Weapons to be carried include Hellfire missiles, Viper Strike laser-guided glide weapons, and, in particular, pods carrying the "Advanced Precision Kill Weapon System (APKWS)", a laser-guided 70 millimeter (2.75 inch) folding-fin rocket, which the Army saw as ideal for the modern battlefield. The Army was also interested in using the Fire Scout to carry up to 200 pounds (90 kg) of emergency supplies to troops in the field.

The MQ-8B is being modified to permit rapid swap out of payload configurations. The current sensor configuration of a day/night turret with a laser target designator will remain an option. Alternate sensor payloads in consideration include a TSAR with Moving Target Indicator (MTI) capability, a multispectral sensor, a SIGINT module, the Target Acquisition Minefield Detection System (ASTAMIDS), and the Tactical Common Data Link (TCDL). The Army wanted the Fire Scout to operate as an element of an integrated ground sensor network as well.

Production of the flight test airframes was initiated in April 2006 at the Northrop Grumman Unmanned Systems production plant in Moss Point, Mississippi. The Navy approved low-rate initial production. The first flight of the MQ-8B took place on 18 December 2006 at Naval Air Station Patuxent River. The Army interest revived Navy interest in the program, with the Navy ordering eight Sea Scout MQ-8B derivatives for evaluation. In January 2010, the Army terminated its involvement with the Fire Scout, contending that the RQ-7 Shadow UAV could meet the Army's needs.

The MQ-8B complements the manned aviation detachments onboard Air Capable ships and is deployed along with either an SH-60B HSL/HSM detachment or a MH-60S HSC detachment. With the planned addition of RADAR, AIS, and weapons, the MQ-8B will provide many of the capabilities currently provided by the SH-60B. It will give the ship and embarked air detachment greater flexibility in meeting mission demands, and will free manned aircraft for those missions.

Northrop Grumman has started work outfitting the MQ-8B with a weapons system. The Advanced Precision Kill Weapon System laser-guided 70 mm rocket. The corporation will develop and deliver the equipment needed to control the weapons system under a $17 million contract awarded to the company 23 September 2011 by Naval Air Systems Command. Final delivery of an operational system is expected by March 2013.

On 30 December 2012, the Navy issued an urgent order to install RDR-1700 maritime-surveillance radars on nine MQ-8B Fire Scouts. Installation should be completed by the end of 2013. The system consists of the radar, modified MQ-8B radome, and interfaces into the helicopter UAV and its control station. The radar weighs 71 lb and will be mounted underneath the helicopter to give 360-degree coverage. It is an X-band synthetic aperture radar that can show objects in a detailed way. Detailed range is out to 25 km (16 mi), with a max range of 80 km (50 mi). The RDR-1700 can see through clouds and sandstorms and can be used for terrain mapping or for weather detection. It can track 20 air or surface targets and can use a target-marker to determine the range, bearing, and velocity of a target. MQ-8B UAVs with the radar could be useful in the Persian Gulf to track small Iranian speed boats, or the Gulf of Aden to locate Somali pirates.

MQ-8C Fire-X

On 3 May 2010, Northrop announced plans to fly a Bell 407 helicopter modified with autonomous controls from the MQ-8B. Named Fire-X, it was designed to demonstrate an unmanned cargo resupply capability to the US Navy. The unmanned Fire-X completed its first flight at Yuma Proving Ground in Arizona on 20 December 2010. On 23 April 2012, Northrop received a $262.3 million contract from the Navy to develop and build the newly designated MQ-8C version of the Fire Scout. The contract calls for Northrop to build and test two developmental aircraft over the next 26 months. The company is also contracted to build six low-rate production aircraft at the same time. The Navy wants 28 MQ-8Cs for naval special operations forces. The MQ-8C weighs 2.7 tons, has a 1,000 lb payload, and has an endurance of up to 24 hours. It can be armed with AGM-175 Griffin missiles and APKWS II guided 70 mm rockets that the MQ-8B can carry, as well as heavier AGM-114 Hellfire missiles. The MQ-8C is expected to enter service in 2014. In March 2013, the Navy incorporated the Rolls-Royce 250-C47E into the MQ-8C. The new engine has a 5% increase in "hot and high" power, 2% reduced fuel consumption, 8% increase in rated takeoff power to 700 shaft horsepower, and better reliability.

Operational History

In January 2006, an RQ-8A Fire Scout landed aboard the U.S. Navy warship USS Nashville while it was steaming off the coast of Maryland near the Patuxent River. This marked the first time an unmanned helicopter has landed autonomously aboard a moving U.S. Navy ship without a pilot controlling the aircraft. The USS Nashville, which is an amphibious transport ship, was maneuvering as fast as 17 mph (27 km/h) in the tests.

The flight test program is underway. Production aircraft will eventually be deployed on the Navy's Littoral Combat Ships. In February 2008, the U.S. Navy announced that they would integrate the MQ-8B Fire Scout VTUAV onto another air-capable ship before it reaches the Littoral Combat Ship (LCS)

The Fire Scout is a key enabler for LCS and significantly contributes to its designated warfare mission areas of anti-submarine warfare, surface warfare and mine warfare. The modular nature of the ship to accomplish the designated mission is complemented by the Fire Scout and its modular mission payload capability. However, due to changes in the LCS development schedule, the Navy conducted the Fire Scout Operational Evaluation (OpEval) aboard USS McInerney (FFG-8). This will provide the fleet with unmanned aerial system support as soon as possible. The Fire Scout first embarked aboard the guided-missile frigate USS McInerney, an Oliver Hazard Perry-class frigate, while in port for operational fit checks and ship integration testing on December 10, 2008. The Fire Scout was slated to deploy aboard USS McInerney during its next counter-narcotics trafficking deployment later in 2009.

According to the current schedule, the Navy conducted Technical Evaluation on the Fire Scout on the FFG-8 in the fall 2008 and Operational Evaluation in the summer 2009. The Fire Scout was to reach Initial Operating Capability soon after the evaluation. The Navy will continue to support LCS Initial Operational Test and Evaluation (IOT&E) efforts in fiscal year 2011.

Flight tests took place 4–8 May 2009 off the coast of Mayport, Fla. The U.S. Navy Fire Scout completed test flights in areas of shipboard deck motion and wind envelope expansion and landings including the use of the grid and harpoon system. During the five days of testing, the ship/aircraft team compiled 19 flight hours during 12 flights, which included 54 landings, 37 of which were into the NATO standard grid.

In September 2009, the Navy announced the first deployment of the MQ-8B aboard McInerney. On 3 April 2010, an MQ-8 from McInerney detected a "go-fast" open speedboat and a support vessel engaged in smuggling cocaine in the Eastern Pacific, allowing the ship to confiscate 60 kg of cocaine and detain a number of suspects. On 2 August 2010 an MQ-8 became unresponsive to commands during testing and entered restricted airspace around Washington, D.C. In May 2011, three MQ-8s were deployed to northern Afghanistan for intelligence, surveillance, and reconnaissance (ISR), a mission which has been extended another year. On 21 June 2011, a MQ-8 operating from USS Halyburton (FFG-40) as part of Operation Unified Protector was shot down over Libya during a surveillance and reconnaissance mission. Aboard the Halyburton, the Fire Scouts were flown and maintained by the ship's SH-60 detachment, HSL-42.

The U.S. Navy briefly grounded the MQ-8B Fire Scout after two of the aircraft crashed overseas within a week. In the first incident, the Navy said a Fire Scout crashed off the coast of Africa on 30 March after it was unable to land on the US Navy Oliver Hazard Perry-class frigate USS Simpson (FFG-56) at the end of a surveillance mission. On 6 April 2012, another Fire Scout crashed in Afghanistan. An investigation into the crash in Afghanistan determined the cause was a faulty navigation system. The cause of the crash near the USS Simpson (FFG-56) remains less clear, so the result was tougher maintenance procedures put in place to prevent a faulty copter from going on-mission. The Fire Scout was back flying over Afghanistan by May, and returned to sea-based ISR "anti-piracy" operations by August.

The U.S. Navy has continued to deploy the MQ-8B to the African AOR with deployments in USS Klakring (FFG 42) and USS Robert G. Bradley (FFG 49). In each of the deployments the UAV has exceeded 500 flight hours, while providing critical ISR coverage for AFRICOM and 6th Fleet.

General characteristics

Crew	0
Payload	600 lb (272 kg)
Length	23.95 ft (7.3 m)
Rotor diameter	27.5 ft (8.4 m)
Height	9.71 ft (2.9m)
Empty weight	2,073 lb (940.3 kg)
Max. Take off weight	3,150 lb (1,430 kg)
Powerplant	1 x Rolls-Royce 250, 313 kW (420 hp)

Performance

Maximum speed	115 knots (213 km/h)+
Cruise speed	110 knots (200 km/h)
Combat radius	110 nmi (203.7 km) with 5+ hours on station
Endurace	8 hours
Service ceiling	20,000 ft (6,100 m)

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Sikorsky SH-60/MH-60 Seahawk

The Sikorsky SH-60/MH-60 Seahawk (or Sea Hawk) is a twin turboshaft engine, multi-mission United States Navy helicopter based on the United States Army UH-60 Black Hawk and a member of the Sikorsky S-70 family. The most significant airframe modification is a hinged tail to reduce its footprint aboard ships. The U.S. Navy uses the H-60 airframe under the model designations SH-60B, SH-60F, HH-60H, MH-60R, and MH-60S. Able to deploy aboard any air-capable frigate, destroyer, cruiser, fast combat support ship, amphibious assault ship, or aircraft carrier, the Seahawk can handle anti-submarine warfare (ASW), anti-surface warfare (ASUW), naval special warfare (NSW) insertion, search and rescue (SAR), combat search and rescue (CSAR), vertical replenishment (VERTREP), and medical evacuation (MEDEVAC). All Navy H-60s carry a rescue hoist for SAR/CSAR missions.

Design and development

Origins

During the 1970s the U.S. Navy began looking for new helicopter to replace the Kaman SH-2 Seasprite. The SH-2 Seasprite was 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. In the mid-1970s the Army was evaluating of the Sikorsky YUH-60 and Boeing-Vertol YUH-61 for its Utility Tactical Transport Aircraft System (UTTAS) competition. 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".

SH-60B Seahawk

The SH-60B maintained 83% commonality with the UH-60A. 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.  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 optional nose-mounted forward looking infrared (FLIR) turret. It carries the Mk 46, Mk 50, or Mk 54 torpedo, AGM-114 Hellfire missile, and a single cabin-door-mounted M60D/M240 7.62 mm (0.30 in) machine gun or GAU-16 .50 in (12.7 mm) 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). Operating squadrons are designated Helicopter Anti-Submarine Squadron, Light (HSL). The SH-60J is a version of the SH-60B for the Japan Maritime Self-Defense Force. The SH-60K is a modified version of the SH-60J. The SH-60J and SH-60K are built under license by Mitsubishi in Japan.

SH-60F Seahawk

After the SH-60B entered service, 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 serves as the carrier battle group's primary antisubmarine warfare (ASW) and search and rescue (SAR) aircraft. The helicopter hunts submarines with its AN/AQS-13F dipping sonar, and carries 14 sonobuoys. The SH-60F is unofficially called the "Oceanhawk". The SH-60F can carry Mk 46 torpedoes, Mk 50 torpedoes, or Mk 54 torpedoes for its offensive weapons, and it has a choice of fuselage-mounted machine guns, including the M60D, M240D, and GAU-16 (.50 caliber) 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

The HH-60H was developed beginning in September 1986 with a contract for the first five helicopters. The variant's first flight occurred on 17 August 1988. The HH-60H was developed in conjunction with the US Coast Guard's HH-60J. 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".

Based on the SH-60F, the HH-60H is the primary combat search and rescue (CSAR), naval special warfare (NSW) and anti-surface warfare (ASUW) helicopter. 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 guns including M60D, M240, GAU-16 and GAU-17/A machine guns.

The HH-60H's standard crew is pilot, copilot, an enlisted crew chief, and two door gunners. The HH-60H is operated by Helicopter Antisubmarine (HS) squadrons with a standard dispersal of four F-models and three H-models. In Iraq, HH-60Hs were used by the Navy, assisting the Army, for MEDEVAC purposes and special operations missions.  As the Navy transitions its Helicopter Antisubmarine (HS) squadrons to the MH-60S, remaining HH-60Hs are being transferred to its East and West coast special operations squadrons (HSC-84 and HSC-85, respectively).

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 has no offensive sensors but can carry the ALQ-144 Infrared Jammer. 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. The primary means of defense is with the M60D, M240 or GAU-17/A machine guns. 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 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 for the "Knighthawk" 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 Bravo and Foxtrot 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 Romeo will be redesignated Helicopter Maritime Strike (HSM) squadrons.

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Sikorsky SH-60/MH-60 Seahawk

The Sikorsky SH-60/MH-60 Seahawk (or Sea Hawk) is a twin turboshaft engine, multi-mission United States Navy helicopter based on the United States Army UH-60 Black Hawk and a member of the Sikorsky S-70 family. The most significant airframe modification is a hinged tail to reduce its footprint aboard ships. The U.S. Navy uses the H-60 airframe under the model designations SH-60B, SH-60F, HH-60H, MH-60R, and MH-60S. Able to deploy aboard any air-capable frigate, destroyer, cruiser, fast combat support ship, amphibious assault ship, or aircraft carrier, the Seahawk can handle anti-submarine warfare (ASW), anti-surface warfare (ASUW), naval special warfare (NSW) insertion, search and rescue (SAR), combat search and rescue (CSAR), vertical replenishment (VERTREP), and medical evacuation (MEDEVAC). All Navy H-60s carry a rescue hoist for SAR/CSAR missions.

Design and development

Origins

During the 1970s the U.S. Navy began looking for new helicopter to replace the Kaman SH-2 Seasprite. The SH-2 Seasprite was 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. In the mid-1970s the Army was evaluating of the Sikorsky YUH-60 and Boeing-Vertol YUH-61 for its Utility Tactical Transport Aircraft System (UTTAS) competition. 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".

SH-60B Seahawk

The SH-60B maintained 83% commonality with the UH-60A. 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.  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 optional nose-mounted forward looking infrared (FLIR) turret. It carries the Mk 46, Mk 50, or Mk 54 torpedo, AGM-114 Hellfire missile, and a single cabin-door-mounted M60D/M240 7.62 mm (0.30 in) machine gun or GAU-16 .50 in (12.7 mm) 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). Operating squadrons are designated Helicopter Anti-Submarine Squadron, Light (HSL). The SH-60J is a version of the SH-60B for the Japan Maritime Self-Defense Force. The SH-60K is a modified version of the SH-60J. The SH-60J and SH-60K are built under license by Mitsubishi in Japan.

SH-60F Seahawk

After the SH-60B entered service, 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 serves as the carrier battle group's primary antisubmarine warfare (ASW) and search and rescue (SAR) aircraft. The helicopter hunts submarines with its AN/AQS-13F dipping sonar, and carries 14 sonobuoys. The SH-60F is unofficially called the "Oceanhawk". The SH-60F can carry Mk 46 torpedoes, Mk 50 torpedoes, or Mk 54 torpedoes for its offensive weapons, and it has a choice of fuselage-mounted machine guns, including the M60D, M240D, and GAU-16 (.50 caliber) 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

The HH-60H was developed beginning in September 1986 with a contract for the first five helicopters. The variant's first flight occurred on 17 August 1988. The HH-60H was developed in conjunction with the US Coast Guard's HH-60J. 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".

Based on the SH-60F, the HH-60H is the primary combat search and rescue (CSAR), naval special warfare (NSW) and anti-surface warfare (ASUW) helicopter. 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 guns including M60D, M240, GAU-16 and GAU-17/A machine guns.

The HH-60H's standard crew is pilot, copilot, an enlisted crew chief, and two door gunners. The HH-60H is operated by Helicopter Antisubmarine (HS) squadrons with a standard dispersal of four F-models and three H-models. In Iraq, HH-60Hs were used by the Navy, assisting the Army, for MEDEVAC purposes and special operations missions.  As the Navy transitions its Helicopter Antisubmarine (HS) squadrons to the MH-60S, remaining HH-60Hs are being transferred to its East and West coast special operations squadrons (HSC-84 and HSC-85, respectively).

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 has no offensive sensors but can carry the ALQ-144 Infrared Jammer. 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. The primary means of defense is with the M60D, M240 or GAU-17/A machine guns. 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 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 for the "Knighthawk" 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 Bravo and Foxtrot 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 Romeo will be redesignated Helicopter Maritime Strike (HSM) squadrons.

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