Combat Search and Rescue (CSAR) missions may not be
glamorous to Air Force pilots enthralled by supersonically zipping their jets
across the sky. But should one of those pilots eject, the most welcome sight in
their eyes will be a CSAR helicopter hovering overhead.
But plucking downed airmen requires a sturdy aircraft able
to carry out its mission in an environment that by its nature is dangerous. The
problem is that Air Combat Command’s 105 HH-60G Pave Hawk medium-lift
helicopters are aging and need to be replaced. “They’re breaking down more,”
said Lieutenant Colonel David Morgan, deputy chief of CSAR Mission Area Team,
at Langley Air Force Base, VA. “There is more down time and more cracks. More
inspections and more maintenance are required.”
Morgan estimates that typically 75 percent of the fleet is
mission capable, which is within the norm for aircraft, but the helicopters are
reaching the end of their life span. “The aircraft we have are designed for
7,000 flight hours,” Morgan said. “We’ve already had one aircraft hit that
mark.”
A $7 billion contract?
An Analysis of Alternatives (AoA) by the Air Force concluded
that the best solution would be to replace the Pave Hawks with a new
medium-lift helicopter. In addition, the CSAR fleet will expand from its 105
aircraft to 132. “Our recommendation for the AoA was to replace the 105
aircraft with 132 aircraft,” Morgan said. “That would grow the fleet so we no
longer have low-density, high-demand aircraft. It will reduce operational tempo
to where it should be.”
Buying 132 aircraft isn’t cheap. “This program, with full
research and development, tests and procurement will cost up to $7 billion,”
said Morgan. “We have dollars for program start for replacement vehicles
starting in fiscal year 2005. So we anticipate meeting a milestone early that
year or just before, and looking at some sort of source selection by late 2005
with a contract award in 2006. We’re hoping to have replacement aircraft with
Initial Operational Capability in about 2012.”
A capable enough craft for its day, the HH-60 is a modified
Black Hawk equipped with Forward Looking Infrared Radar (FLIR) and other
avionics, as well as a rescue hoist with a 600-pound capacity. With a crew of
five and a capacity of up to 10 troops, it has a cruising speed of about 120
knots and a combat radius of roughly 200 nautical miles—without refueling.
But this won’t suffice for the future, Morgan said. “We have
identified a lack of speed, range and survivability against future threats. The
aircraft is not large enough to be able to recover the number of survivors that
we want. It has a limited adverse weather capability that we would like to
improve upon.” The Air Force wants a CSAR aircraft with a speed greater than
150 knots and a combat radius of at least 350 nautical miles without aerial
refueling.
While the HH-60 has two 7.62-millimeter mini-guns as well as
an infrared jammer and chaff dispenser, the Air Force is looking for something
tougher. The new helicopter should have better defensive avionics, better
defensive weapons, a more robust airframe and an adverse weather capability.
One option the AoA studied was to either conduct a Service
Life Extension Program (SLEP) for the HH-60, or procure new Pave Hawks. “But
these alone would not do anything for this airframe in terms of speed, range
and cabin size,” Morgan said.
Morgan stressed that whatever aircraft is chosen will
require extensive modification. “We looked at aircraft in various stages of
development, such as the S-92 and EH101. But even these aircraft will need
defensive gear, avionics and then there are all the integration costs. We’re
looking for more power and capability than those aircraft could produce right
now. It’s going to require an awesome effort even with those existing
airframes.”
For now, there are no plans to replace 26 HC-130 tankers
dedicated to CSAR missions. But the Air Force is modifying WC-130 weather and
EC-130 aircraft into HC-130s, which will expand the tanker fleet to 36.
And what of using Unmanned Aerial Vehicles (UAV), such as
remote-controlled helicopters, for CSAR missions? “At this time, we have
determined this is not the way to go,” Morgan said. “But it’s an interesting
question.” The biggest difficulty with using an unmanned vehicle would be that
“search and rescue is very fluid, very reactive and very dynamic. It is an
unknown situation that is unfolding immediately.”
S-92 or US101?
The two most likely contenders to replace the Pave Hawk are
the Sikorsky H-92 and the AgustaWestland US101 (a planned Americanized version
of the EH101). “In the AoA, we did evaluate extensively, the S-92 along with
the EH101,” Morgan acknowledged. “But we are a long off way from identifying a
favorite.”
Both Sikorsky and AgustaWestland emphasize various features
of their aircraft as ideal for CSAR. Sikorsky’s H-92 (and S-92 civil variant),
which are just entering production, are larger, souped up versions of the
ubiquitous Black Hawk. Its upgraded engines and transmission give the H-92 25
percent more thrust and power, according to H-92 program manager Nick Lappos.
Though narrower than the Black Hawk, the H-92’s cabin troop cabin is taller,
longer and roomier at 6 feet 7 inches high, 6 feet wide and 20 feet long.
“Basically, the 92 family uses the Black Hawk concepts,”
added Lappos. “Its main gearbox fits on the Black Hawk family. What we have
done is to take a set of dynamic components, transmissions and rotors that fit
on the Black Hawk family. But from that point on, the 92 grows the power of the
Black Hawk systems and larger cabin. It makes more or less a very large and
powerful Black Hawk; a large-cabin, medium transport helicopter with both civil
and military applications.”
Weighing 16,000 pounds empty and with a maximum gross
takeoff weight of 28,3000 pounds, the H-92 has a maximum cruise speed of 150
knots, a maximum range of 475 nautical miles and the capacity to carry 7,000
pounds to a range of 400 miles. The cabin can house 22 troop seats. So far, the
aircraft has accumulated 1,650 test hours.
Sikorsky points to the S-92, the civil version of the H-92,
receiving certification for the FAA’s new Part 29 regulations governing safety
for civilian aircraft. The S/H-92 is the first helicopter to be Part
29-certified, according to Sikorsky.
To meet these requirements, S-92/H-92 had to pass stringent
criteria for burst turbines, bird strikes, flaw tolerance and fire safety. Part
29 “encompasses a number of changes to the concepts of helicopter components,”
added Lappos. “They have to be robust and pass much more rigorous tests.”
A key requirement is the ability to survive burst turbines
“which can send out 3-pound chunks at high speed,” Lappos said. “We had to
protect not just the turbine, but also the auxiliary power unit and the other
turbines.” Thus the H-92’s engines are widely spaced and shielded, with
critical components either rerouted out of exposed areas, or provided with
redundant components.
In addition, Part 29 requires an aircraft traveling at
maximum speed to survive a strike by a 2.2-pound bird. “We had to build a
cannon and shoot birds at the aircraft,” Lappos said.
A must-have feature for a CSAR helicopter is
transportability in Air Force heavy lifters. The H-92 has been designed to fit
in both the C-5 and C-17, according to Lappos. Because the H-92’s fuel is
located in sponsons rather than belly tanks, it is more easily lowered. To
load, the helicopter’s main gear is collapsed using an auxiliary hydraulic
system, and then, still on its own wheels, is moved into the cabin of the
transport. Loading or unloading takes about two hours.
Surprisingly, the H-92 does not share many parts with the
Black Hawk. But Lappos points to the basic commonality of the two designs
saying, “Black Hawk mechanics will need very little effort to maintain the
H-92.”
Though the H-92 only has two engines versus three on the
EH/US101, Lappos suggested that a two-engine design has some advantages in
terms of less weight, maintenance and operating costs. First deliveries of the
S-92 to civil customers are scheduled for the first quarter of 2004, while the
H-92 is awaiting a buyer. He estimated the baseline price of the H/S-92 at
$15.5 million, with market share being two-thirds military and one-third civil.
AgustaWestland’s big push
Italy’s AgustaWestland has joined with Lockheed Martin to
crack the U.S. market for the EH101. The US101, will be produced by Team 101, a
collaboration between Lockheed Martin Systems Integration in Oswego, NY, and
AgustaWestland Inc., the Italian company’s U.S. subsidiary in Arlington, VA.
The EH101 is already composed of 30 percent American
components, which will increase to 65 percent in the US101, according to
AgustaWestland Inc. president Stephen C. Moss. Moss estimates a military market
for the US101 of 200 to 300 aircraft. As well as becoming a CSAR aircraft, Moss
believes it will be a contender to replace the VH-3 as the Marine Corp’s
executive transport helicopter, and might be selected by the Navy as an
airborne countermeasures aircraft. AgustaWestland is also interested if the
Coast Guard opts to purchase a long-range surveillance and SAR helicopter, as
part of the mass purchase of aircraft in its huge Deepwater acquisition
project.
The EH/US101 is specifically designed for military
transport, with a cruising speed of 150 knots and a maximum range—with internal
fuel tanks—of 750 nautical miles. It can carry up to 30 troops or 12,000 pounds
internal or external payload. Depending on what self-defense capabilities a customer
prefers, the helicopter can carry radar and infrared countermeasures, FLIR,
all-weather capability, auxiliary fuel tanks and aerial refueling. Guns can
also be mounted internally in the front and rear for all-around defense.
The aircraft’s cabin can accommodate 30 passengers and is
longer and wider than that of the H-92, with dimensions 24 feet long, 6 feet
tall and 7.5 feet wide. The three-engine EH/US101 has a strong power-to-weight
ratio and one engine inoperative (OEI) performance, with 80 percent of takeoff
power available for OEI, according to AgustaWestland. The EH/US101 at normal
mission weight can climb at more than 1,000 feet per minute from an altitude of
5,000 feet, even with one engine shut down and the temperature a steamy 95
degrees Fahrenheit. Like the H-92, it is designed to fly in icy conditions.
While Sikorsky touts the H-92’s lineage with the very
successful Black Hawk, AgustaWestland trumpets the EH/US101 as a proven design
in production, and already is used as a CSAR/SAR aircraft. So far 128 units
have been ordered and 80 delivered. If the U.S. Air Force buys 132, this would
more than double sales.
Originally designed to replace the H-3 Sea King, the EH101
entered Royal Navy service in 1998. It is now used by the Royal Air Force,
Italian Navy, Canadian Forces and the Tokyo Metropolitan Police. Portugal and
Italy have also placed orders. Moss suggested that one selling point of the
US101 is that a U.S. purchase would ensure commonality with its allies who use
the aircraft, and that this would create reciprocity with European allies
buying American equipment such as the C-17.
Moss believes that because the EH101 was designed to
military specifications, the Air Force can easily modify it for CSAR. “It
represents a unique opportunity to avoid a long process of modification,” he
added. “You don’t have to spend money to modify a civilian aircraft.” In
addition, Moss estimates the aircraft has a 20 percent growth potential.
The EH101 has accumulated 27,000 flight hours since 1998.
Moss estimated that if the US101 were ordered today, it could be delivered as a
CSAR aircraft in 30 months.
A milestone for the US101 program was achieved in November
when AgustaWestland announced that they developed and proven a process for
loading the helicopter onto a C-17. “The EH/US101 is tall,” acknowledged Moss.
“This presents certain advantages from an operational point of view, but in
terms of air transportability, it presented a problem.”
European customers had no need for an air-transportable CSAR
helicopter, but after discussions with the U.S. Air Force, the US101 team
realized that U.S. doctrine calls for hauling helicopters inside transport
aircraft for overseas deployment. “So this summer [2002], we undertook an
engineering effort to see if we could do this,” Moss said. “In nine weeks from
conception to proof, we came up with a system that allows it to be air
transported in a C-17.”
In a demonstration at RAF Brize Norton, an EH101 was
prepared and loaded onto a C-17 in less than two hours, including just 15
minutes for the actual loading. The ground crew removed the main rotor blades
and one tail rotor blade, and then folded the tail. Special wheeled jacks were
then inserted under the aircraft where flotation gear would normally be. The
jacks were raised, the helicopter’s landing gear folded, and finally the
aircraft was lowered back down and wheeled into the C-17’s belly. Unloading
reverses the process, which also takes about two hours and utilizes the
helicopter’s onboard capabilities to perform a quick systems check. “We had
U.S. government representatives there who said it was easier to load than an
H-60,” according to Moss.
The fit is tight—at the closest, 4 inches between the top of
the rotor and the cargo plane’s roof. Some antennae will need to be removed
from production aircraft, though the forward FLIR will remain. However, other
variants of the EH101 would not fit a C-17, especially an ASW variant like the
Royal Navy’s Merlin aircraft with sonar radome. The EH101 comes in naval,
utility and civil variants.
Even with an air transportability capability, AgustaWestland
is careful to note that the EH/US101 has sufficient range and durability to
deploy itself without air transport. Search and rescue models ordered by Canada
recently made multiple hops in a 7,100-mile journey odyssey from Italy to
British Columbia last winter.
In addition to the Sikorsky and AgustaWestland designs, a
surprising contender could be the V-22 Osprey. “A tilt-rotor design was
considered in the AoA, but we determined that a medium-lift helicopter was the
most effective solution,” said the Air Force’s Morgan. However, the Osprey is
still in the running as a CSAR candidate, insisted Bob Oertel, Bell
Helicopter’s director of Department of Defense business development. “There
still will be a request for proposals that will go out. We still feel we’re in
the game.”
Though more expensive than rotary-wing helicopters, the V-22
has greater range, speed, payload and survivability, Oertel said. “We think the
ideal mix is a fleet of rotary-wing helicopters for short-range, low-risk areas
and Ospreys for long-range, high-risk areas.”
Which ever design the Air Force chooses, Sikorsky’s Lappos
believes the helicopter will have to demonstrate performance, maneuverability,
survivability and the ability to carry systems that enable survivability. “It
must be able to hover in hot, dry conditions. It must have appropriate range
and be robust enough to survive hits and failures and still continue the
mission. It must be able to carry the best penetration and night vision gear.”
Lappos notes that by the time the new CSAR aircraft is
deployed by 2012, it will have far better avionics. “The Air Force requirements
are probably going to dictate a full review of the cockpit. So what you’ll see
in CSAR is the next generation beyond what you are seeing in helicopters
today.”