David
Thu January 16, 2003 12:30am
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C-23 Sherpa
Function: Transport and airdrops.
Description: The Sherpa is an all-freight version of the Shorts 330 regional airliner with a 5 foot, 6 inch square cabin section over an unimpeded hold length of 29 feet. Through-loading is provided via a large forward freight door, and via a full width, hydraullically operated rear ramp door with removable roller conveyors. The C-23 Sherpa is the Army National Guard?s answer to missions requiring an aircraft that is capable of faster, higher-altitude and longer-distance coverage than helicopters. The Sherpa comes with a low operating cost due to its simple, robust construction, compared to that of other cargo aircraft.
The Army National Guard has procured 44 C-23B/B+ Sherpa light cargo aircraft to support theater aviation, cargo, airdrop, and aeromedical evacuation for both state and federal wartime missions. The C-23 multi-role utility airplane is the only cargo airplane in the Army, and is organized into 4 theater airplane companies. Each company has four detachments. The detachments are all located in different states. Each detachment has two aircraft. In the Alaska Army National Guard the UV-18As have been replaced by the C-23B+. Requirements exist to standardize C-23B/B+ systems to include global positioning systems, high frequency radios, airdrop equipment, aeromedical evacuation, and engine upgrades. A few of these aircraft are used as all-freight regional airliners by Air Force Material Command.
The aircraft can carry up to 30 passengers in airline-type seats, along with palletized cargo, four small pallets, and do airdrop of those pallets, or 18 litter patients plus their medical personnel. It has a range of a thousand miles, cruises up to two hundred knots, and it?s square because most of the things the Army has are square rather than round. It has six-and-a-half feet of headroom. It is unpressurized, but if it flies above 10,000 feet for an extended period of time, the crew wears oxygen masks. The Sherpa has a crew of three, but sometimes flies with four man crews if there is a need for two flight engineers.
The C-23B Sherpa aircraft is a light military transport aircraft, designed to operate efficiently, even under the most arduous conditions, in a wide range of mission configurations. The large square-section hold, with access at both ends, offers flexibility to perform ordnance movement, troop & vehicle transport, airborne/airdrop missions, medical evacuation and is suitable for conversion to other specialist duties such as maritime or land surveillance.
Configured as a troop transport, the Sherpa provides comfortable, air-conditioned seating for 30 passengers, features "walk about" headroom, a removable latrine unit, and has a 500 lb capacity / 345 cu. ft. baggage compartment located in the nose of the aircraft. Additional space for a 600 lb capacity optional baggage pallet is provided on the rear ramp of the aircraft.
During airborne operations, the aircraft accommodates 27 paratroopers. Optionally, it can be outfitted to handle up to 18 stretchers plus 2 medical attendants. The airplane meets Army Short Take-off & Landing guidelines (STOL), can operate from unpaved runways and is equipped with self-contained ground handling equipment. Operational experience with this remarkable aircraft has proven it to have low maintenance costs and low fuel consumption.
The grey, 30-foot long Sherpa, begins life as a Shorts 360 Airliner. The Shorts Aviation Company is located in Belfast, Northern Ireland, and is one of the oldest aircraft builders in the world. The airplanes are then sent to Clarksburg, West Virginia, where each is remanufactured into an Army Sherpa. The West Virginia Air Center (WVAC) operated by Bombardier Defence Services Inc. provides Contractor Logistics Support (CLS) for the C-23 Sherpa aircraft operated by the United States Army National Guard (USARNG) and the US Air Force. This entails support of 27 C-23B and C-23B+ aircraft located at 19 different bases in the USA, Puerto Rico and the US Virgin Islands. Additionally, the company provide CLS to the fleet of C-23A aircraft operated by the Air Force Test Pilot School at Edwards Air Force Base CA.
The U.S. Army Aviation Technical Test Center (USAATTC) has a C-23A aircraft which has been modified to acquire various electronic sensor data in support of the Program Executive Officer (PEO) Intelligence and Electronic Warfare Programs. The Sherpa (C-23A) is owned by Aviation Technical Test Center (ATTC), Ft. Rucker, AL. Originally under the sponsorship of PM, Airborne Reconnaissance Low (PM ARL) and currently being transitioned to PM NV/RSTA, it acts as a UAV surrogate for payload testing. The C-23A Sherpa, with its on-board workstation and capability to carry observers, is ideal for real-time evaluations of various sensor and target detection/recognition systems.
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David
Thu January 16, 2003 12:30am
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C-130 Hercules
Function: The C-130 Hercules primarily performs the tactical portion of the airlift mission. The aircraft is capable of operating from rough, dirt strips and is the prime transport for airdropping troops and equipment into hostile areas. C-130s operate throughout the U.S. Air Force, serving with Air Mobility Command (stateside based), theater commands, Air National Guard and the Air Force Reserve Command, fulfilling a wide range of operational missions in both peace and war situations. Basic and specialized versions of the aircraft airframe perform a diverse number of roles, including airlift support, Arctic ice resupply, aeromedical missions, aerial spray missions, fire-fighting duties for the U.S. Forest Service and natural disaster relief missions.
History: Four decades have elapsed since the Air Force issued its original design specification, yet the C-130 remains in production. The initial production model was the C-130A, with four Allison T56-A-11 or -9 turboprops. A total of 219 were ordered and deliveries began in December 1956. Two DC-130As (originally GC-130As) were built as drone launchers/directors, carrying up to four drones on underwing pylons. All special equipment was removable, permitting the aircraft to be used as freighters, assault transports or ambulances.
The C-130B introduced Allison T56-A-7 turboprops and the first of 134 entered Air Force service in April 1959. C-130Bs were used in aerial fire fighting missions by Air National Guard and Air Force Reserve units. Six C-130Bs were modified in 1961 for snatch recovery of classified U.S. Air Force satellites by the 6593rd Test Squadron at Hickam Air Force Base, Hawaii.
As a partial response to the overwhelming role played by the tactical airlift fleet in Operation Just Cause and in the Persian Gulf War, Congress approved the procurement of more C-130Hs to replace aging E models.
Description: In its personnel carrier role, the C-130 can accommodate 92 combat troops or 64 fully-equipped paratroops on side-facing seats. For medical evacuations, it carries 74 litter patients and two medical attendants. Paratroopers exit the aircraft through two doors on either side of the aircraft behind the landing-gear fairings. Another exit is off the rear ramp for airdrops.
The C-130 Hercules joins on mercy flights throughout the world, bringing in food, clothing, shelter, doctors, nurses and medical supplies and moving victims to safety. C-130 Hercules have served other nations, airlifting heavy equipment into remote areas to build airports and roads, search for oil and transport local goods.
The C-130J is the latest addition to the C-130 fleet and will eventually begin to replace retiring C-130Es and C-130Hs. The C-130J incorporates state-of-the-art technology to reduce manpower requirements, lower operating and support costs, and provide life cycle cost savings over earlier C-130 models. Compared to older C-130s, the C-130J climbs faster and higher, flies farther at a higher cruise speed, and takes off and lands in a shorter distance. Currently there are six aircraft in the test program.
Major Improvements include:
- Advance two-pilot flight station with fully integrated digital avionics
- Color multifunctional liquid crystal displays and head-up displays
- State-of-the-art navigation systems with dual inertial navigation and global positioning systems Mission planning system
- Low power color radar
- Digital moving map display
- New turboprop engines with six bladed, all composite propellers
- Digital auto pilot
- Improved fuel, environmental and ice protection systems
?General Characteristics, C-130 Hercules
Contractor:
Lockheed Martin Aeronautical Systems Company
Length:
97 feet, 9 inches (29.3 meters)
Height:
38 feet, 3 inches (11.4 meters)
Wingspan:
132 feet, 7 inches (39.7 meters)
Cargo Compartment:
Length - 41 feet (12.5 meters)
Width - 108 inches (2.74 meters) Height - 9 feet (2.74 meters)
Rear ramp (one pallet position): Length, 88 inches (2.23 meters)
Width, 108 inches (2.74 meters)
Height, 76 inches (1.93 meters)
Speed:
374 mph (Mach 0.57) at 20,000 feet (6,060 meters)
Ceiling:
33,000 feet (10,000 meters) with 45,000 pounds (17,716 kilograms) payload
Maximum Takeoff Weight:
155,000 pounds (69,750 kilograms)
Power Plant:
Four Allison T56-A-15 turboprops;
4,300 horsepower, each engine
Range:
2,356 miles (2,049 nautical miles) with maximum payload
2,500 miles (2,174 nautical miles) with 25,000 pounds (11,250 kilograms) cargo
5,200 miles (4,522 nautical miles) with no cargo
Crew:
Five (two pilots, a navigator, flight engineer and loadmaster); up to 92 troops or 64 paratroops or 74 litter patients or six standard freight pallets with a maximum of 45,000 pounds of cargo
Unit Cost:
$14.1 million (1996 dollars)
Date Deployed:
April 1955
Inventory:
Active force, 93
Air Reserve component (Reserve and ANG), 296
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David
Thu January 16, 2003 12:31am
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KC-10A Extender
Function: The KC-10A Extender is an Air Mobility Command advanced tanker and cargo aircraft designed to provide increased global mobility for U.S. armed forces. Although the KC-l0A's primary mission is aerial refueling, it can combine the tasks of a tanker and cargo aircraft by refueling fighters and simultaneously carry the fighter support personnel and equipment on overseas deployments. The KC-10A can transport up to 75 people and nearly 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers) unrefueled.
History: A modified Boeing Company DC-10, the KC-10A entered service in 1981. Although it retains 88 percent systems commonality with the DC-10, it has additional systems and equipment necessary for its Air Force mission. These additions include military avionics; aerial refueling boom, hose and drogue; seated aerial refueling operator station; aerial refueling receptacle and satellite communications. The KC-10A fleet is being modified to add wing-mounted pods to further enhance aerial refueling capabilities. The KC-10A is operated by the 305th Air Mobility Wing, McGuire Air Force Base, N.J.; and the 60th Air Mobility Wing, Travis AFB, Calif. Air Force Reserve Associate units are assigned to the 349th Air Mobility Wing at Travis, and the 514th Air Mobility Wing at McGuire.
During Operations Desert Shield and Desert Storm in 1991, the KC-10 fleet provided in-flight refueling to aircraft from the U.S. armed forces as well as those of other coalition forces. In the early stages of Operation Desert Shield, in-flight refueling was key to the rapid airlift of materiel and forces. In addition to refueling airlift aircraft, the KC-10, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive Persian Gulf build-up.
During Operation Desert Storm, in-flight refueling extended the range and capability of all U.S. and other coalition fighter aircraft. Air operations continued without costly and time-consuming ground refueling.
The KC-10A and the KC-135 conducted about 51,700 separate refueling operations and delivered 125 million gallons (475 million liters) of fuel without missing a single scheduled rendezvous.
Description: In addition to the three main DC-10 wing fuel tanks, the KC-10A has three large fuel tanks under the cargo floor, one under the forward lower cargo compartment, one in the center wing area and one under the rear compartment. Combined, the capacity of the six tanks carry more than 356,000 pounds (160,200 kilograms) of fuel -- almost twice as much as the KC-135 Stratotanker. Using either an advanced aerial refueling boom, or a hose and drogue refueling system, the KC-10A can refuel a wide variety of U.S. and allied military aircraft within the same mission. The aircraft is equipped with special lighting for night operations.
The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The Automatic Load Alleviation System and Independent Disconnect System greatly enhances safety and facilitates air refueling. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range.
The large cargo-loading door can accept most tactical air forces' fighter unit support equipment. Powered rollers and winches inside the cargo compartment permit moving heavy loads. The cargo compartment can accommodate loads ranging from 27 pallets to a mix of 17 pallets and 75 passengers.
The KC-10A's crew includes a pilot, copilot, flight engineer and boom operator. The sophisticated avionics of the aircraft are designed to improve crew efficiency and reduce crew workload. On certain missions, additional seats and bunks can be added to accommodate extra crew members.
General Characteristics, KC-10A Extender
Contractor:
Douglas Aircraft Co., division of The Boeing Company
Unit Cost:
$86.8 million (FY 1996 constant dollars)
Power Plant:
Three General Electric CF6-50C2 turbofans
Thrust:
52,500 pounds (23,625 kilograms) each engine
Length:
181 feet, 7 inches (54.4 meters)
Height:
58 feet, 1 inch (17.4 meters)
Wingspan:
165 feet, 4.5 inches (50 meters)
Maximum Take-off Weight:
590,000 pounds (265,500 kilograms)
Speed:
619 mph (Mach 0.825)
Ceiling:
42,000 feet (12,727 meters)
Maximum Cargo Payload:
170,000 pounds (76,560 kilograms)
Range:
4,400 miles (3,800 nautical miles) with cargo
11,500 miles (10,000 nautical miles) without cargo
Pallet Positions:
27
Maximum Fuel Load:
356,000 pounds (160,200 kilograms)
Crew:
Four (aircraft commander, pilot, flight engineer and boom operator)
Inventory:
Active force, 59
ANG, 0
Reserve, 0
Date Deployed:
March 1981
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David
Thu January 16, 2003 12:31am
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C-5 Galaxy
Function: With its tremendous payload capability, the gigantic C-5 Galaxy, an outsized-cargo transport, provides the Air Mobility Command intertheater airlift in support of United States national defense.
History: Lockheed-Georgia Co. delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, SC. in June l970. C-5s are stationed now at Altus AFB, OK; Dover AFB, DE; Travis AFB, CA and Kelly AFB, TX. AMC transferred some C-5s to the Air Reserve starting with Kelly AFB, in 1985; followed by Stewart Air National Guard Base, N.Y. and Westover Air Reserve Base, MA.
In March 1989, the last of 50 C-5B aircraft were added to the 76 C-5A's in the Air Force's airlift force structure. The C-5B includes all C-5A improvements as well as more than 100 additional system modifications to improve reliability and maintainability. All 50 C-5B's are scheduled to remain in the active-duty force, shared by comparably sized and collocated Air Force Reserve associate units.
The C-5, C-17 Globemaster III and C-141 Starlifter are partners of AMC's strategic airlift concept. The aircraft carry fully equipped, combat-ready military units to any point in the world on short notice then provide field support required to help sustain the fighting force.
Description: The C-5 is one of the largest aircraft in the world. It can carry outsized cargo intercontinental ranges and can take off or land in relatively short distances. Ground crews can load and off load the C-5 simultaneously at the front and rear cargo openings since the nose and aft doors open the full width and height of the cargo compartment. It can also "kneel down" to facilitate loading directly from truck bed levels. Other features of the C-5 are:
1. High flotation landing gear with 28 wheels sharing the weight.
2. Full width drive-on ramps at each end for loading double rows of vehicles.
3. An automatic trouble-shooting system that records and analyzes information and detects malfunctions in more than 800 test points.
4. Able to take off fully loaded within 8,300 feet (2,530 meters) and land within 4,900 feet (1,493 meters).
The C-5 is similar in appearance to the smaller transport aircraft, the C-141 Starlifter, although the C-5 is much larger. Both aircraft have the distinctive high T-tail, 25-degree wing sweep and four turbofan engines mounted on pylons beneath the wings.
The Galaxy carries nearly all of the Army's combat equipment, including such heavy oversized items such as its 74-ton mobile scissors bridge, from the United States to any theater of combat on the globe.
Four TF-39 turbofan engines power the big C-5. They are pylon-mounted and rated at 41,000 pounds thrust each. They weigh 7,900 pounds (3,555 kilograms ) each and have an air intake diameter of more than 8.5 feet (2.6 meters). Each engine pod is nearly 27 feet long (8.2 meters).
The Galaxy has 12 internal wing tanks with a total capacity of 51,150 gallons (194,370 liters) of fuel -- enough to fill more than six regular size railroad tank cars. The fuel load weighs 332,500 pounds (150,820 kilograms) allowing the C-5 with a load of 204,904 pounds (92,207 kilograms) to fly 2,150 nautical miles, offload, and fly to a second base 500 nautical miles away from the original destination -- all without aerial refueling. With aerial refueling, crew endurance is the only limit to the aircraft's range.
General Characteristics, C-5 Galaxy
Contractor:
Lockheed Georgia Co.
Thrust:
41,000 pounds, each engine
Wingspan:
222.9 feet (67.93 meters)
Length:
247.1 feet (75.3 meters)
Height:
65.1 feet (19.84 meters) (at tail)
Cargo Compartment:
Height, - 13.5 feet (4.11 meters)
Width - 19 feet (5.79 meters)
Length - 143 feet, 9 inches (43.8 meters)
Takeoff/Landing Distances:
8,300 feet (2,530 meters) takeoff fully loaded
4,900 feet (1,493 meters) landing fully loaded
Pallet Positions:
36
Speed:
518 mph (.68 Mach)
Range:
6,320 nautical miles (empty)
Crew:
Seven (pilot, co-pilot, two flight engineers and three loadmasters)
Unit Cost:
C-5B, $184.2 million (FY96 constant dollars)
Date Deployed:
June 1970 (operational)
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David
Thu January 16, 2003 12:31am
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C-22B
Function: The C-22B, a Boeing 727-100, is the primary medium-range aircraft used by the Air National Guard and National Guard Bureau to airlift personnel.
History: The C-22B was introduced by the airline industry in 1963. It proved to be a major innovative design with its three Pratt & Whitney JT8D turbofan engines, one on each side of the rear fuselage and the third in the tail cone. Currently, there are three C-22B's in use, all assigned to the 201st Airlift Squadron, District of Columbia Air National Guard.
Description: The C-22B's unique arrangement of leading-edge devices and trailing-edge flaps permit lower approach speeds, thus allowing operation from runways never intended for a 600-mph (Mach 0.82) aircraft. The aircraft has heated and pressurized baggage compartments - one on the right side forward and the second just aft of the wheel well. The two compartments provide 425 cubic feet (12.75 cubic meters) of cargo space. The fuselage also incorporates a forward entry door and hydraulically opened integral aft stairs in the tail cone.
The flight controls consist of a hydraulically powered dual-elevator control system with control tab to assist during manual operation. Hydraulically powered rudders use two main systems with a standby system for the lower rudder. The ailerons also are powered by dual-hydraulic systems. They have balance tabs on the outboard and control tabs on the inboard, which assures adequate maneuverability in the event of a total hydraulic failure. The flight spoiler systems assist ailerons and also function as speed brakes. The aircraft's tricycle landing gear consists of a dual-wheel nose gear, left and right dual-wheel main gear, and a retractable tail skid which prevents damaging the aircraft in case of overrotation. Nose wheel steering is hydraulically powered and controlled by a steering wheel to approximately 78 degrees in either direction. Fuel is contained in three main tanks inside the wing center section. Rapid pressure fueling and defueling is accomplished at the fueling station on the right wing. The total fuel capacity is approximately 50,000 pounds (22,500 kilograms) of JP-4. Fuel may be dumped down to 35,000 pounds (15,750 kilograms) from all tanks.
The C-22B requires four crew members and three or four in-flight passenger specialists for passenger service and safety. The avionics package includes one UHF and two VHF radio altimeters, variable instrument switching and two Collins FD-108 flight directors. A third vertical gyro and an additional VHF transceiver are available in case of failure of the primary systems.
General Characteristics, C-22B
Builder:
Boeing Co.
Thrust:
14,000 pounds each engine
Length:
133 feet, 2 inches (40.3 meters)
Height:
34 feet, (10.3 meters)
Wingspan:
108 feet (32.7 meters)
Maximum Take-off Weight:
170,000 pounds (76,500 kilograms)
Maximum Payload:
20,000 pounds (9,000 kilograms)
Maximum Speed:
619 mph (Mach 0.82)
Power Plant:
Three JT8D-7 turbofan engines
Range:
2,000 miles (1,739 nautical miles)
Endurance:
5.5 Hours
Crew:
Pilot, co-pilot, flight engineer, flight mechanic, and three or four in-flight passenger specialists
Date Deployed:
1963
Inventory:
Active force, 0
ANG, 3
Reserve, 0
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David
Thu January 16, 2003 12:31am
Rating: 10
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C-141B Starlifter
Function: The C-141B Starlifter is the workhorse of the Air Mobility Command. The Starlifter fulfills the vast spectrum of airlift requirements through its ability to airlift combat forces over long distances, deliver those forces and their equipment either by air, land or airdrop, resupply forces and transport the sick and wounded from the hostile area to advanced medical facilities.
History: C-141s are stationed at Charleston Air Force Base, SC; McChord AFB, WA; McGuire AFB, NJ; and Travis AFB, CA. AMC began transferring C-141s to the Air Reserve and Air National Guard forces in July 1986. The first Air Reserve unit was Andrews AFB, Md., followed by others now at Wright-Patterson AFB, OH, and March AFB, CA; and Air National Guard units at Jackson, MI, and Memphis, TN.
The first C-141A, delivered to Tinker AFB, OK, in October 1964, began squadron operations in April 1965. Starlifters made flights almost daily to Southeast Asia, carrying troops, equipment and supplies, and returning patients to U.S. hospitals.
The C-141 was the first jet transport from which U.S. Army paratroopers jumped, and the first to land in the Antarctic. A C-141 established a world record for heavy cargo drops of 70,195 pounds (31,588 kilograms).
The first C-141B was received by the Air Force in December 1979. Conversion from A to B models was completed in 1982.
The C-141 continues to be the backbone of military airlift capability and the cornerstone of a valuable national asset, airlift. The C-141's reliability and intrinsic capabilities enable AMC to meet any commitment anywhere national interest dictates.
Description: The C-141B is a stretched C-141A with in-flight refueling capability. The stretching of the Starlifter consisted of lengthening the planes 23 feet 4 inches (7.11 meters). The added length increased the C-141 cargo capacity by about one-third, for an extra 2,171 cubic feet (62.03 cubic meters). The lengthening of the aircraft had the same overall effect as increasing the number of aircraft by 30 percent. The C-141A, built between 1963 and 1967, was AMC's first jet aircraft designed to meet military standards as a troop and cargo carrier. The development of the B model was the most cost-effective method of increasing AMC's airlift capability.
A universal air refueling receptacle on the C-141B, with the ability to transfer 23,592 gallons (89,649 liters) in about 26 minutes, means longer nonstop flights and fewer fuel stops at overseas bases during worldwide airlift missions.
The C-141 force, nearing nine million flying hours, has a proven reliability and long-range capability. In addition to training, worldwide airlift and combat support, the C-141 has amassed a laudatory record in response to humanitarian crises.
The C-141, with its changeable cargo compartment, can transition from rollers on the floor for palletized cargo to a smooth floor for wheeled vehicles to aft facing seats or sidewall canvas seats for passengers, quickly and easily, to handle over 30 different missions.
?General Characteristics, C-141B Starlifter
Contractor:
Lockheed-Georgia Company
Thrust:
20,250 pounds, each engine
Wingspan:
160 feet (48.7 meters)
Length:
168 feet, 4 inches (51 meters)
Height:
39 feet, 3 inches (11.9 meters)
Cargo Compartment:
Height - 9 feet 1 inch (2.77 meters)
Length - 93 feet 4 inches (28.45 meters)
Width - 10 feet 3 inches (3.12 meters)
Cargo Door:
Width - 10.25 feet (3.12 meters) Height - 9.08 feet (2.76 meters)
Speed:
500 mph (Mach 0.66) at 25,000 feet
Ceiling:
41,000 feet (12,496 meters) at cruising speed
Power Plant:
Four Pratt & Whitney TF33-P-7 turbofan engines
Range:
Unlimited with in-flight refueling
Maximum Take-off Weight:
323,100 pounds (146,863 kilograms)
Load:
Either 200 troops, 155 paratroops, 103 litters and 14 seats, or 68,725 lbs (31,239 kilograms) of cargo
Unit Cost:
$40.9 million (FY96 constant dollars)
Crew:
Five: two pilots, two flight engineers and one loadmaster (one navigator added for airdrops)
Aeromedical teams of two flight nurses and three medical technicians each are added for aeromedical evacuation missions
Date Deployed:
C-141A: May 1964
C-141B: December 1979
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David
Thu January 16, 2003 10:39am
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CH-47 Chinook
Function: Fire support and security for forward and rear area forces, point target/anti-armor, anti-helicopter, armed escort, supporting arms control and coordination, point and limited area air defense from enemy fixed-wing aircraft, armed and visual reconnaissance.
History: Development of the medium lift Boeing Vertol (models 114 and 414) CH-47 Series Chinook began in 1956. Since then the effectiveness of the Chinook has been continually upgraded by successive product improvements, the CH-47A, CH-47B, CH-47C, and CH-47D. The amount of load a cargo helicopter can carry depends on the model, the fuel on board, the distance to be flown, and atmospheric conditions.
The CH-47B was introduced by Boeing after a production run of over 350 CH-47A?s . The B model introduced the Lycoming T55-L7C engine, a beefed up airframe. Nonsymmetrical rotor blades, and the blunted aft pylon for better stability. Boeing began delivering the CH-47B in May of 1967 and eventually produced a total of 108 B models before production shifted to the CH-47C.
During Desert Storm the CH-47D was often the only mode of transportation to shift large numbers of personnel, equipment, and supplies rapidly over the vast area in which US forces operated. The cargo capacity and speed provided commanders and logisticians a capability unequalled by any Army in the world." (Army Aviation in Operation Desert Storm, 1991) During the ground phase, the flanking maneuver executed by the XVIII Airborne Corps was planned with the CH-47D as the keystone. Forward Operating Base Cobra was deliberately positioned to accommodate the combat radius of a fully loaded CH-47D. Cobra was initially secured by an air assault of the 101st's 2nd Infantry Brigade. This air assault, consisting of 5000 soldiers, was accomplished by a total of 126 Blackhawks and 60 Chinooks. By the end of the first day the CH-47Ds had lifted 131,000 gallons of fuel along with pallets of combat-configured ammunition for the next day's fight. Forty separate refueling and rearming points were active in FOB Cobra in less than two hours.
During peacekeeping operations in Bosnia, a Chinook company (A company, 5th Battalion, 159th Aviation Regiment) of 16 aircraft flew 2,222 hours, carried 3,348 passengers, and transported over 3.2 million pounds of cargo over a six month period. These numbers equate to carrying 112 infantry platoons, 545 HMMWVs, or 201 M198 Howitzers. The most publicized mission was assisting the 502d Engineer Company build a float bridge across the flooded Sava River allowing the 1st Armored Division to cross into Bosnia. On 29 and 30 December 1995, Big Windy lifted bridge bays and dropped them into the Sava River so the engineers could quickly assemble the bridge. When the Sava River flood washed away the engineer's tentage and personal equipment, Big Windy quickly resupplied the engineers so they could continue their vital mission. Additionally, a key early mission in support of NATO was the recovery of Admiral Smith's aircraft. The Blackhawk had performed a precautionary landing for what was later found to be a transmission seizure. A CH-47D sling-loaded the Blackhawk back to the Intermediate Staging Base (ISB). Big Windy began redeploying to Giebelstadt on 14 June 1996. One platoon of six CH-47Ds remained in Hungary throughout 1997.
Description: The CH-47 is a twin-engine, tandem rotor helicopter designed for transportation of cargo, troops, and weapons during day, night, visual, and instrument conditions. The aircraft fuselage is approximately 50 feet long. With a 60-foot rotor span, on each rotor system, the effective length of a CH-47 (with blades turning) is approximately 100 feet from the most forward point of the forward rotor to the most rearward point on the aft rotor. Maximum airspeed is 170 knots with a normal cruise speed of 130 knots. However, speed for any mission will vary greatly depending on load configuration (internal or external), time of day, or weather conditions. The minimum crew for tactical operations is four, two pilots, one flight engineer, and one crew chief. For more complex missions, such as NVG operations and air assaults, commanders may consider using five crew members and add one additional crew chief.
The CH-47A, first delivered for use in Vietnam in 1962, is a tandem-rotor medium transport helicopter. The Chinook's primary mission is moving artillery, ammunition, personnel, amd supplies on the battlefield. It also performs rescue, aeromedical, parachuting, aircraft recovery and special operations missions. On June 25, 1958 the Army issued an invitation for a General Management Proposal for the US Army Medium Transport Helicopter. Five aircraft selected Vertol to produce the YCH-1B as the Army?s new medium transport helicopter. In July 1962 DoD redesignated all U.S. military aircraft and the HC-1B was redesignated the as the CH-47A. Early production CH-47A?s operated with the 11th Air Assault Division during 1963 and in October of that year the aircraft was formally designated as the Army?s standard medium transport helicopter. In June 1965 the 11th Air Assault Division was redesignated as the 1st Cavalry Division (Airmobile) and readied for deployment to Viet Nam. Chinooks from the 11th Air Assault formed the nucleus of the 228th Assault Helicopter Battalion which began operations in Viet Nam in September, 1965. CH-47A?s deployed to Viet Nam were equipped with Lycoming T55-L7 engines generating 2650 shp. The aircraft had a maximum gross weight of 33,000 pounds allowing for a maximum payload of approximately 10,000 pounds. The hot mountainous conditions of Viet Nam limited the A models performance capabilities and generated a requirement for increased payload and better performance.
The CH-47C Chinook model has a maximum cargo hook capacity of 20,000 pounds. The CH-47C has only a single cargo hook below the center of the aircraft. When hooking a single load, soldiers use the main hook. They must coordinate closely with the aircrew as to which hooks to use when carrying multiple loads. The planning figure for the fore and aft hooks is 10,000 pounds each. The Army?s continued need for further performance improvements lead to the development of the CH-47C. Designed to meet an Army requirement to transport a 15,000 pound sling load over a 30 mile radius, the C model boasted an increased gross weight to 46,000 pounds, increased fuel capacity, the Lycoming T55-L11 engine developing 3750 shp, and addition structural improvements. The first C model flew in late 1967 and became the mainstay of the Chinook fleet until the advent of the CH-47D. Production of the C model continued until 1980 with improvements such as the crash worthy fuel system and fiberglass rotor blades being incorporated into the fleet.
The CH-47D was the result of June 1976 contract for a modernized Chinook. The Army recognized that that the Chinook fleet was rapidly reaching the end of its useful life and signed a contract with Boeing to significantly improve and update the CH-47. Three airframes, CH-47A, CH-47B, and a CH-47C, were stripped down to their basic airframes and then rebuilt with improved systems to provide three CH-47D prototypes. Improvements included upgraded power plants, rotor transmissions, integral lubrication and cooling for the transmission systems, and fiberglass rotor blades. Other improvements included a redesigned cockpit to reduce pilot workload, redundant and improved electrical systems, modularized hydraulic systems, an advanced flight control system, and improved avionics. The Chinook has two tandem three-bladed counter-rotating fiberglass rotors. The CH-47D is powered by two Allied Signal Engines T55-L-712 3750 shp turboshaft engines and has a maximun speed of 163 mph (142 knots). The CH-47D was rolled-out in March 1979. The CH-47D carrys twice the load of a CH-47A and has improved performance. The CH-47D can operate at night and in nearly all weather conditions. The CH-47D is equipped with an air-to-air refueling probe. The Chinook can accommodate a wide variety of internal payloads, including vehicles, artillery pieces, 33 to 44 troops, or 24 litters plus two medical attendants. The Chinook can be equipped with two door mounting M60D 7.62mm machine guns on the M24 armament subsystem and a ramp mounting M60D using the M41 armament subsystem. The "D" model can carry up to 26,000 pounds externally. The CH-47D has three cargo hooks: a center (main) hook and two additional hooks fore and aft of the main hook.
The Fatcow is a CH-47 with the Extended Range Fuel System [ERFS] II system located in the cargo bay. The configuration consists of three or four fuel tanks attached to a refueling system. The system contains 2400 gallons of JP4/8 excluding the CH-47 internal fuel load of 1050 gals. The Fatcow can set up a 1,2,3,or 4 point system using HTARS. The fuel cells must be crash-worthy and self sealing up to 50 caliber hits.
The Improved Cargo Helicopter (ICH) is a remanufactured version of the CH-47D Chinook cargo helicopter with the new T55-GA-714A engines. The ICH program is intended to restore CH-47D airframes to their original condition and extend the aircraft's life expectancy another 20 years (total life of 60 years) until the 2025-2030 timeframe. The program will remanufacture CH-47 aircraft, reduce the aircraft's vibration, thereby reducing Operations and Support costs, and allow the aircraft to operate on the digitized battlefield by incorporating a 1553 data bus. The ICH will also acquire the capability to carry 16,000 pounds of external/internal cargo for a 50 NM combat radius at 4000 feet pressure altitude and 95 degrees fahrenheit. In addition, the following improvements will be incorporated into the aircraft:
- Fuselage stiffening and possible active systems for vibration reduction (this is expected to lead to improved reliability and therefore reduced operating and support costs)
- Integrated cockpit
- Digital architecture for Force XXI compatibility
Additional improvements may be incorporated into the aircraft if funding permits. The ICH will transport weapons, ammunition, equipment, troops, and other cargo in general support of combat units and operations other than war. The ICH is a dominant maneuver platform that provides focused logistics to the force. The ICH program was built as a "bare bones" program to satisfy the battlefield requirements of operations on the 21st century digital battlefield by replacing the existing 1970s technology cockpit with a new cockpit.
The 101st Air Assault Division is scheduled to receive the first ICH in FY03. The First Unit Equipped (FUE) date to the 101st, a company of sixteen aircraft, is FY04. The 101st, 18th Airborne Corps, Korea, and USAREUR will complete fielding through FY09. ICH completes the fielding of 300 aircraft in 2015. Only 300 of the 431 CH-47Ds convert to ICHs based on the fielding of JTR. As the Army fields JTR to Force Package One units, the ICH aircraft will cascade to units that retained CH-47Ds. Those CH-47Ds would retire.
Separate programmatically from the ICH program, the 714 engine program is an Engineering Change Proposal (ECP) to convert the present T-55-712 engines to a T-55-714 engine. This buys back performance on high/hot days lost over time by the addition of weight through modification work order enhancements. Specifically, it will provide an increased lift capability allowing the CH-47 to transport 16,000 pounds for an unrefueled combat radius of 50 nautical miles at 4,000 feet PA and 95 degrees F. The ICH Operational Requirements Document (ORD) requires the CH-47F(ICH) to carry 16,000lbs at 4000ft/95? for a 50nm combat radius (50nm with load, return empty). The CH-47D -714A engine program achieves this requirement. The -714A engine program converts current CH-47D -712 engines to -714A engines. The engine program converts the engines on all 431 CH-47D aircraft. The -714A engine begins fielding in FY99 and, because of recent budget cuts, completes in FY09. 160th (Hunter), 101st, 18th AB Corps, Korea, and Germany are scheduled to be fielded through FY05. The -714A budget constantly fluctuates because of plus-ups and decrements. For this reason, the fielding dates may change.
The MH-47E Special Operations Aircraft (SOA) is a derivative of the Boeing CH-47 Chinook. Included with other modifications is a significantly increased fuel capacity with modified main and auxiliary fuel tanks. The aircraft has modified integrated avionics suites and multi-mode radars and is intended to provide adverse-weather infiltration/exfiltration and support to US Military Forces, country teams, other agencies and special activities. The CH-47D Chinook has been specially modified to perform the special operations mission and has been tested in combat. The three versions of the CH-47 in the Army inventory are the CH-47D, the MH-47D, and the MH-47E. The MH-47D and the MH-47E are air refuelable. It provides long-range penetration, medium assault helicopter support to special operations forces. Depending on the version, it can be ferried 1,100 to 2,000 nautical miles unrefueled. During Operation Just Cause, CH-47s conducted H-hour assaults to support other elements who were air-landing SOF to disrupt enemy responses and seize key facilities. During Operation Desert Storm, the CH-47 conducted infiltration and exfiltration of SOF and CSAR of downed pilots. MH-47E testing was limited to the major change to the aircraft which affects vulnerability. In the case of the MH-47E, this was the addition of an 800 gallon Robertson Auxiliary Fuel Tank in the cabin and Boeing designed sponson tanks with expanded capacity and honeycomb shell construction. Analyses conducted during the test planning phase revealed that the largest potential vulnerability was associated with projectiles entering the fuel tanks in the volume above the liquid fuel. Such impacts could ignite the fuel vapors and cause explosions and/or fires with serious consequences. During test planning, USSOCOM decided to add an inerting system to the fuel tanks to avoid such fires/explosions. This will be a lead-the-fleet system that will be available for similar helicopter variants in other fleets as well.
General Characteristics, CH-47 Chinook
Manufacturer:
Boeing Company
Power Plant:
Two Textron Lycoming T55-L712 engines
Length:
99 feet (30.18 meters), including rotor lengths
Height:
19 feet (5.79 meters)
Rotor Diameter:
60 feet (18.29 meters)
Weight:
Empty: 10,578 kilograms
Maximum: 24,494 kilograms
Useful load: 13,916 kilograms
Forward and aft cargo hooks: 9,072 kilograms
Centre cargo hook 12,701 kilograms
Speed:
Sea level cruise speed: 265 kmh
Speed at maximum continuous power: 269 kmh
Ceiling:
8,448 feet (2,575 meters)
Range:
230 nautical miles
Crew:
Two
Sensors:
Raytheon AN/APQ-174A for terrain following flight, air-to-ground ranging and ground mapping
Raytheon AN/AAQ-16 forward looking infrared (FLIR)
Introduction Date:
1963
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David
Thu January 16, 2003 10:39am
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HH/MH-60G Pave Hawk
Function: Twin-engine, medium lift, Combat Search and Rescue and Special Operations Support helicopter.
Description: The HH/MH-60G Pave Hawk is a twin-engine helicopter used by the Airforce in a CSAR/SOS role. Based on the basic S-60 Blackhawk utility helicopter airframe, the Pave Hawk has been optimized for low level insertions and extractions, self defense, enemy small arms fire suppression, and bulk cargo and troop transport. To extend their range, Pave Hawks are equipped with a retractable in-flight refueling probe and internal auxiliary fuel tanks. The HH/MH-60G variant is also equipped with an externally mounted 600 pound capacity hoist and sliding doors on each side of the troop and cargo compartment to allow rapid loading and unloading. The HH/MH-60G is capable of transporting a 8,000 pound load externally and can be equipped with the external stores support system.
General Characteristics, HH/MH-60G Pave Hawk
Contractors:
United Technologies/Sikorsky Aircraft Company
Power Plant:
Two General Electric T700-GE-700 or T700-GE-701C engines producing 1,560-1,630 shaft horsepower
Length:
64 feet, 8 inches (17.1 meters)
Height:
16 feet, 8 inches (4.4 meters)
Rotor Diameter:
53 feet 8 inches (16.4 meters)
Maximum Take-off Weight:
22,000 pounds (9,900 kilograms)
Speed:
180 knots maximum
Range:
504 nautical miles (unlimited with air refueling)
Crew:
Two pilots, one flight engineer, one gunner and up to 10 troops
Navigation Sensors:
VHF/UHF DF
TACAN
TACNAV
Doppler Radar
Radar Altimeter
GPS (Provisions)
Forward Looking Infra Red (FLIR) system
Armament:
Variable, but may include any combination of the following:
Two GCAL-50 machine guns
Two GAU-17A 7.62mm miniguns
2.75" Hydra 70 Folding Fin Aerial Rocket pods
FIM-92A Stinger Surface to Air Missiles
AGM-65 Maverick Air to Ground Missiles
AGM-114 Hellfire Air to Ground Missiles
Countermeasures:
Infrared (IR) Jamming System
Chaff and Flare Dispensers (2)
Radar Warning Receiver
Hover IR Suppressor System
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David
Thu January 16, 2003 10:39am
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UH-60 Blackhawk
Description: The Black Hawk is the Army?s front-line utility helicopter used for air assault, air cavalry, and aeromedical evacuation units. It is designed to carry 11 combat-loaded, air assault troops, and it is capable of moving a 105-millimeter howitzer and 30 rounds of ammunition. First deployed in 1978, the Black Hawk?s advanced technology makes it easy to maintain in the field. The Black Hawk has performed admirably in a variety of missions, including air assault, air cavalry and aeromedical evacuations. In addition, modified Black Hawks operate as command and control, electronic warfare, and special operations platforms.
The Black Hawk is the primary division-level transport helicopter, providing dramatic improvements in troop capacity and cargo lift capability compared to the UH-1 Series "Huey" it replaces. The UH-60A, with a crew of three, can lift an entire 11-man fully-equipped infantry squad in most weather conditions. It can be configured to carry four litters, by removing eight troop seats, in the MedEval role. Both the pilot and co-pilot are provided with armor-protective seats. Protective armor on the Black Hawk can withstand hits from 23mm shells. The Black Hawk has a cargo hook for external lift missions. The Black Hawk has provisions for door mounting of two M60D 7.62mm machine guns on the M144 armament subsystem, and can disperse chaff and infrared jamming flares using the M130 general purpose dispenser. The Black Hawk has a composite titanium and fiberglass four-bladed main rotor, is powered by two General Electric T700-GE-700 1622 shp turboshaft engines, and has a speed of 163 mph (142 knots).
Elements of the U.S. Army Aviation UH-60A/l Blackhawk helicopter fleet will begin reaching their sevice life goal of 25 years in 2002. In order for the fleet to remain operationally effective through the time period 2025-2030 the aircraft will need to go through an inspection, refurbishment, and modernization process that will validate the structural integrity of the airframe, incorporate improvements in sub-systems so as to reduce maintenance requirements, and modernize the mission equipment and avionics to the levels compatible with Force XXI and Army After Next (AAN) demands.
A Service Life Extension Program (SLEP) is planned for the UH-60 beginning in FY99. The UH-60 modernization program will identify material requirements to effectively address known operational deficiencies to ensure the Black Hawk is equipped and capable of meeting battlefield requirements through the 2025-2030 timeframe. Primary modernization areas for consideration are: increased lift, advanced avionics (digital communications and navigation suites), enhanced aircraft survivability equipment (ASE), increased reliability and maintainability (R & M), airframe service life extension (SLEP), and reduced operations and support (O & S) costs. Suspense date for the approved Operational Requirements Document (ORD) is December 1998.
History: The UH-60A, first flown in October 1974, was developed as a result of the Utility Tactical Transport Aircraft System (UTTAS) program. The UTTAS was designed for troop transport, command and control, MedEvac, and reconnaissance, to replace the UH-1 Series "Huey" in the combat assault role. In August 1972, the U.S. Army selected the Sikorsky (model S-70) YUH-60A and the Boeing Vertol (model 237) YUH-61A (1974) as competitors in the Utility Tactical Transport Aircraft System (UTTAS) program. The Boeing Vertol YUH-61A had a four-bladed composite rotor, was powered by the same General Electric T700 engine as the Sikorsky YUH-60A, and could carry 11 troops. In December 1976 Sikorsky won the competition to produce the UH-60A, subsequently named the Black Hawk.
Variants: The Army began fielding the UH-60 in 1978. From 1978 until 1989 the Army procured UH-60A model aircraft. In October 1989, a power train upgrade resulted in a model designation change from UH-60A to UH-60L. The UH-60L version that provides 24 percent more power than the original 1970 UH-60A model. As of the end of FY97, the Army had procured 483 UH-60L models for a total UH-60 acquisition of 1,463 aircraft. The Army is in the fifth and final year of a multi-year procurement contract calling for the delivery of 60 aircraft per year.
UH-60L: In October 1989, the engines were upgraded to two General Electric T700-GE-701C 1890 shp turboshaft engines, and an improved durability gear box was added, resulting in a model designation change from UH-60A to UH-60L. The T700-GE-701C has better high altitude and hot weather performance, greater lifting capacity, and improved corrosion protection.
The UH-60 Firehawk is a Reseach and Development program to provide the UH-60 series helicopter with both a wartime and peacetime fire fighting capability by use of a detachable 1,000 gal. belly tank. Qualification issues include design and testing required to maintain the combat capabilities of the UH-60 Black Hawk and the safe flight envelope of the aircraft with the tank.
The EH-60A Electronic Countermeasures (ECM) variant has a unique external antenna designed to intercept and jam enemy communications. The EH-60E is powered by two General Electric T700-GE-700 1622 shp turboshaft engines.
The EH-60B version has a Stand-Off Target Acquisition System designed to detect the movement of enemy forces on the battlefield and relay the information to a ground station.
UH-60Q Medevac: The UH-60Q MEDEVAC helicopter provides significant enroute patient care enhancements. The UH-60Q provides a 6 patient litter system, on-board oxygen generation, and a medical suction system. UH-60Q is a UH-60A derivative and incorporates approximate UH-60A characteristics. It is simply the best in aeromedical evacuation. Building on the BLACK HAWK's heritage of saving lives in Grenada, Panama, Kuwait and Somalia, the UH-60Q delivers exceptional patient care, increased survivability, longer range, greater speed and added missions capability. For military combatants. War victims. Civilians injured in natural disasters. It has a state-of-the-art medical interior that can accomodate a crew of three and up to six acute care patients. The UH-60Q's leading-edge technology incorporates an improved environmental control system. Cardiac monitoring systems. Oxygen generation, distribution and suction systems. Airway management capability. Provision for stowing IV solutions. And an external electrical rescue hoist. And in addition to extensive immediate care, the UH-60Q can perform all weather terrain battlefield evacuation, combat search and rescue, hospital ship lifeline missions, deep operations support, forward surgical team transport, medical logistics resupply, medical personnel movement, patient regulating, disaster/humanitarian relief, and MAST/HELP state support.
The UH-60Q's medical interior can accomodate three to six acute care patients and their medical attendants. Ergonomic design has maximized the UH-60Q cabin space, placing sophisticated, life-saving instruments and equipment at the fingertips of the medical attendants. A unique platform design allows the interior to transport either six litter of seven ambulatory systems, oxygen distribution and suction systems, airway management capability, and provisions for stowing intravenous solutions. The interior also features these additional capabilities, essentical to providing the highest degree of patient care when every second counts:
- Oxygen Generating Systems
- NVG Compatible Lighting Throughout
- Environmental Control System
- Medical Equipment
- Patient Monitoring Equipment
- Neonatal Isolettes
Modernizing the Medical Evacuation (MEDEVAC) system is the Army Surgeon General's number one near term priority. The UH-60Q communications architecture provides situational awareness and digital communications and is expected to be the model for anticipated fleet-wide improvements to the UH-60. Other improvements include integrated Doppler/GPS, Personnel Locator System, NVG interior lighting, and FLIR.
General Characteristics, UH-60 Black Hawk
Contractor:
Sikorsky
Power Plant:
Two T700-GE-701Cs
Thrust:
3,120 shaft horsepower
Length:
64 feet, 7 inches (19.7 meters)
Height:
16 feet, 10 inches
Main Rotor Diameter:
53 feet, 6 inches (16.3 meters)
Weight:
11,500 pounds
External Cargo Hook:
Handles up to 8000 pounds (3629 kilograms)
Maximum Speed:
150 knots
Ceiling:
19,000 feet (5,790 meters)
Range:
315 nautical miles
Crew:
Two pilots and two crew; 11 to 14 armed troops
Armament:
Up to two 7.62mm M60 machine guns in cabin
Two 7.62-mm (0.3-in) miniguns or two GECAL 0.50-in Gatling guns on pintle mount
Date Deployed:
1978
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David
Thu January 16, 2003 10:39am
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AH/MH-6 "Little Bird
Function: Special Operations Attack/Transport helicopter.
Background: The A/MH-6 Little Bird can trace its roots to the McDonnell Douglas OH-6 Cayuse light observation helicopter introduced during the Vietnam War. There are currently two versions of the Little Bird. The AH-6J attack version is configured as a light attack helicopter while the MH-6J variant is configured as an insertion / extraction / transport platform. Both versions are based on the Boeing MD-530F Defender helicopter.
Both versions of the Little Bird are equipped with a Forward Looking Infra-Red (FLIR) system for day/night, all weather operations as well as an inertial/GPS navigational system and radar altimeter for precision, nap of the earth flying. Both are also equipped with secure satellite capable communications. For self-defense both are equipped with a radar warning receiver (RWR) as well as an IR jamming system and chaff/flare dispenser.
The armed variant is equipped with a lightweight universal mounting platform which can accommodate two M134 7.62mm miniguns, two M260 7-shot Hydra 70 2.75" folding-fin aerial rockets. Alternately, the AH-6 can be armed with Hellfire anti-tank missiles, air-to-air stingers, Mk-19 40mm automatic grenade launchers, or .50 caliber heavy machine guns.
The transport variant can accommodate six passengers, seated externally on detachable "planks" to facilitate the rapid debarkation of the aircraft on arrival. In addition, the transport is equipped with a hoist to insert and extract personnel without landing.
Description: The Little Bird is based on the Boeing MD-530 Defender. The fuselage body is large teardrop design with the pilot and co-pilot seated side by side. Visibility out of the aircraft is excellent as the forward portion of the cabin is glass enclosed and there are large oval windows in each of the four cabin doors. During combat operations the doors may be removed. The single engine is mounted in the rear of the fuselage, below the high mounted tail boom, with the six-bladed main rotor mounted on the forward portion of the transmission housing. The tail assembly is a "T" type with the horizontal stabilizer mounted on top of the vertical stabilizer. The tail rotor is 4 bladed and mounted on the left side of the vertical stabilizer.
?General Characteristics, AH/MH-6 "Little Bird"
Prime Contractor:
Boeing
Power Plant:
Allison 250 C30 gas turbine, 650 shaft horsepower
Rotor Diameter:
26 feet (8 meters)
Length:
29 ft 10 in (9.2 meters)
Height:
8 ft 6 in (2.6 meters)
Width:
6 ft 2 in (1.9 meters)
Speed:
175 mph (280 kph)
Maximum Take-off Weight:
5,207 lbs (2,367 kg)
Max. Infiltration Range:
324 miles (518 km)
Crew:
Two (pilot, co-pilot) up to six passengers (two internal or six external)
Date Deployed:
1975
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David
Thu January 16, 2003 10:39am
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SH-60 Seahawk
Function: A twin-engine, medium lift, utility or assault helicopter.
History: The UH-60 Black Hawk was fielded by the Army in 1979. The Navy received the SH- 60B Seahawk in 1983 and the SH-60F in 1988. The Air Force received the MH-60G Pave Hawk in 1982 while the Coast Guard received the HH-60J Jayhawk in 1992. The unit cost varies with the version. For example, the unit cost of the Army's UH-60L Black Hawk is $5.9 million while the unit cost of the Air Force MH-60G Pave Hawk is $10.2 million.
Description: The Seahawk is a twin-engine helicopter. It is used for anti-submarine warfare, search and rescue, drug interdiction, anti-ship warfare, cargo lift, and special operations. The Navy's SH-60B Seahawk is an airborne platform based aboard cruisers, destroyers, and frigates and deploys sonobouys (sonic detectors) and torpedoes in an anti-submarine role. They also extend the range of the ship's radar capabilities. The Navy's SH-60F is carrier-based. Some versions, such as the Air Force's MH-60 G Pave Hawk and the Coast Guard's HH-60J Jayhawk, are equipped with a rescue hoist with a 250 foot (75 meter) cable that has a 600 pound (270 kg) lift capability, and a retractable in-flight refueling probe. The Army's UH-60L Black Hawk can carry 11 soldiers or 2,600 pounds (1,170 kg) of cargo or sling load 9,000 pounds (4,050 kg) of cargo. Other versions are the UH-60 Black Hawk (Army); HH-60H (Navy); MH-60G Pave Hawk (Air Force); HH-60J Jayhawk (Coast Guard).
General Characteristics, SH-60 Seahawk
Contractors:
Sikorsky Aircraft Corporation (airframe); General Electric Company (engines); IBM Corporation (avionics components)
Power Plant:
Two General Electric T700-GE-700 or T700-GE-701C engines
Thrust:
Up to 1,940 shaft horsepower
Length:
64 feet 10 inches (19.6 meters)
Height:
Varies with the version; from 13 to 17 feet (3.9 to 5.1 meters)
Rotor Diameter:
53 feet 8 inches (16.4 meters)
Weight:
Varies; 21,000 to 23,000 pounds (9,450 to 10,350 kilograms)
Maximum Speed:
180 knots
Ceiling:
35,000 feet (10,668 meters)
Range:
Generally about 380 nautical miles (600 kilometers); range becomes unlimited with air refueling capability
Crew:
Usually three or four
Armament:
Usually two 7.62mm machine guns mounted in the windows
Can also be equipped with AGM-114 Hellfire or AGM-119 Penguin missiles, three Mk46 or Mk 50 torpedoes or additional .50-caliber machine guns mounted in the doors
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David
Thu January 16, 2003 10:39am
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UH-1N Iroquois
Function: The UH-1N is a light-lift Air Force utility helicopter used for support of Department of Defense contingency plans. The helicopter has a number of uses. Its primary mission includes airlift of emergency security and disaster response forces, medical evacuation, security surveillance of off-base movements of nuclear weapons convoys and test range areas during launch conditions. It is also used for space shuttle landing support, priority maintenance dispatch support, and search and rescue operations. Other uses include airlift of missile support personnel, airborne cable inspections and distinguished visitor transport.
History: The UH-1N entered the Air Force inventory in 1970 to provide search and rescue capabilities. The missions expanded to include missile, distinguished visitor and survival school support. Some of the UH-1Fs supporting the missile wings were eventually replaced by the UH-1N due to the greater safety and capability offered by the twin engine. Manufactured by Bell Helicopter/Textron Inc., the UH-1N is the military version of the Bell 212.
Description: The UH-1N is capable of flight in instrument and nighttime conditions. The crew complement is normally two (pilot and copilot), but may be flown single-pilot depending on weather and mission requirements. The crew complement for hoist, over water and navigational operations is three, adding a flight engineer. When configured for passengers, the UH-1N can seat up to 13 people, but actual passenger loads are dependent on fuel loads and atmospheric conditions. The medical evacuation configuration can accommodate up to six litters. Without seats or litters, the cabin can carry bulky, oversized cargo. Access to the cabin is through two full-sized sliding doors, one on each side of the aircraft.
General Characteristics, UH-1N Huey
Contractor:
Bell Helicopter Company
Power Plant:
Two Pratt and Whitney T400-CP-400 turboshaft engines
Thrust:
1,770 horsepower
Length:
57 feet, 3 inches (17.44 meters)
Width:
9 feet, 5 inches (2.87 meters)
Height:
12 feet, 10 inches (3.9 meters)
Main Rotor Diameter:
48 feet (14.63 meters)
Tail Rotor Diameter:
8 feet, 6 inches (2.6 meters)
Maximum Gross Weight:
10,500 pounds (4,763 kilograms)
Maximum Speed:
149 mph (130 knots)
Cruise Speed:
103-115 mph (90-100 knots)
Ceiling:
15,000 feet (4,572 meters)
10,000 feet (3,048 meters) for gross weights above 10,000 pounds (4,536 kilograms)
Range:
300-plus miles
Crew:
Pilot with co-pilot and flight engineer, depending upon mission
Inventory:
Active force, 63
Reserve, 0
ANG, 0
Date Deployed:
1970
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David
Thu January 16, 2003 10:59pm
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M1 Abrams
Function: Main battle tank (MBT).
Description: The M1 has a very angular appearance, reflecting the modular nature of its armor components, with the turret mounted centrally on the hull. The M1 has a crew of four. The driver sits centered in the hull and forward of the turret, while the loader, gunner and tank commander occupy the turret, with the loader situated to the left of the main gun and the gunner and tank commander sitting in tandem on the right side. The driver's hatch has three periscope vision blocks which provide for forward vision. The center vision block may be removed and replaced with an AN/TVS-2 low-light periscope. The engine is mounted in the rear of the vehicle with the exhaust coming out from a louvered grill centrally mounted in the rear of the hull. The M1 utilizes a torsion bar suspension with seven pairs of cast aluminum road wheels and two return rollers. The drive sprocket is to the rear, an idler compensation wheel is located forward, and there is a gap between the first and second pair of road wheels. The M1 has armored skirts running the full length of the track. M1 track is made up of vulcanized rubber blocks (M156 variety) or removable rubber pads (M158.) The turret is also angular in appearance, with the main gun mounted in an exposed mantlet in the center of the turret face. The M68 rifled cannon is equipped with a metal thermal shroud, a bore gas evacuator located two-thirds of the way down on the barrel, and is equipped with a Muzzle Reference System collimator on the muzzle itself. The M240 coaxial (COAX) machine gun is located to the right of the main gun, with the flash tube extending through the main gun mantlet. The Gunner's Auxiliary Sight (GAS) aperture is located below the COAX flash tube on the right side of the main gun. The M1 has two turret access hatched, mounted side by side, in the middle of the turret roof. The loader's hatch, located on the left side, is equipped with a pintle mounted M240 7.62mm machine gun. The hatch itself is equipped with a single vision periscope on a rotating base. When not in use, the drivers AN/TVS-2 sight may be used in the loader's hatch vision block. The tank commander's hatch is ringed by vision periscopes and the Commander's Weapon Station cupola is equipped with an M2 HB caliber .50 machine gun. The M2 may be fired while the commander is "buttoned up" but the commander must be exposed to reload the weapon. The CWS can be reconfigured to fire an M240 as a replacement weapon. The Gunner's Primary Sight (GPS) is located forward of the commander's cupola. The GPS is housed in an armored box with hinged doors shielding the optics when not in use. The GPS is divided into two halves; a clear glass window for normal daylight viewing and an IR transparent Germanium coated window for the thermal imaging sight. The Laser Range Finder (LRF) is fired through the daylight window. There are individual sponson boxes located on either side of the turret for equipment storage. These boxes are approximately three feet (1m) long and are bracketed by a three-rail cargo rack which runs the length of the turret side. The smoke grenade launchers are located on either side of the turret, forward of the turret sponson boxes. There are mounting points for two radio antennae, one on either side of the turret rear, and the cross wind sensor is mounted upright in the center of the turret rear. A cargo bustle rack is mounted on the rear of the turret and runs the length of the turret rear (in early production M1s this rack was omitted and a fabric cargo net mounted in it's place. An Auxiliary Power Unit (APU) may be mounted in the turret bustle rack or on the rear of the hull.
History: Fielded in February 1980, the M1 General Abrams main battle tank revolutionized armored warfare. Incorporating an advanced shoot-on-the-move fire control system, a thermal imaging sight, a 1500 horsepower gas turbine engine and an advanced armor design similar to the Chobham armor developed in England, the M1 was the most lethal armored vehicle in the world. Conceived in 1971 as a replacement for the aging M60 tank, which was itself an extension of the 1050s era M 47/48 program, the M1 was going to be of a completely new design, establishing a new family of American main battle tanks. Providing the Abrams with a true shoot on the move capability, the fire control system automatically corrects for range, turret slew (motion) rate, crosswind, and tank axial tilt (cant). In addition, the gunner manually enters ammunition or weapon type, air and ammunition temperatures, barometric pressure, and gun tube wear, while range is instantly calculated by a Nd:YAG (Neodymium doped Yttrium Aluminum Garnet) near infrared laser rangefinder. Lastly, the gunner can compensate for gun tube deformation (caused either by heat generated from firing the cannon or atmospheric changes) through the use of a muzzle reference system, which allows for a rapid realignment of the cannon and the gunner's primary sight.
The Chobham armor built into the M1 represents a veritable leap in armor technology. Composed of layers of metal, ceramics, and spaces, this new armor is far superior to RHA (Rolled Homogeneous Armor) in defeating kinetic and chemical energy weapons. To increase crew safety and survivability, all of the M1's ammunition is stored in armored compartments which are designed vent dangerous gasses and fragments away from the crew in the event of an ammunition explosion. The crew and engine compartments are equipped with an automatic fire suppression system, utilizing numerous fire detection sensors and pressurized Halon gas, which can react to and suppress a compartment fire in less than 250 ms.
To survive on the NBC (Nuclear, Biological, Chemical) battlefield the M1 is also equipped with both an over pressurization and air sterilization system which will protect the crew from these hazards and allow them to continue combat operations without having to wear protective overgarments and masks while buttoned up inside the vehicle.
Lastly, the M1 was the first land combat vehicle to utilize a gas turbine multi fuel engine, which offers a higher power to weight ratio than any other contemporary tank power plant and gives the Abrams unparalleled tactical mobility and cross country speed. The M1 retains the M68 105mm rifled cannon used on the M60 series tanks, which was originally based on the British M7 105mm cannon design, and is capable of firing both rifled and fin stabilized ammunition. In addition, the M1 is equipped with two M240 7.62mm machine guns; one mounted coaxially with the main gun and fired by gunner, and the other mounted at the loader's station. The Commanders Weapon Station (CWS) is equipped with an M2 heavy barrel Caliber .50 machine gun. The CWS can be reconfigured to fire the M240 machine gun as a substitute.) The M1 is equipped with a pair of M250 red phosphorus smoke grenade launchers and is capable of generating smoke by injecting diesel fuel into the engine exhaust.
Originally designated the XM1, the first production model was designated the M1, of which 2,374 were built between 1982 and 1985. In 1984 the M1IP (Improved Product) was introduced, which was outwardly identical to the M1, but which incorporated a number of internal automotive, electronic and armor improvements. Production of the M1IP was halted at 84 tanks in 1986, when the Lima and Detroit tank plants were reconfigured to produce the up-gunned 120mm M1A1. In 1992 a study was conducted evaluating the feasibility of upgrading the Army's fleet of M1s to M1A2 SEP (Standard Equipment Package) standard and low rate production was approved in 1994. Since then the Army had agreed to convert 547 M1s to the M1A2 SEP standard.
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David
Sat January 18, 2003 8:34am
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The MH-60G's primary wart
The MH-60G's primary wartime missions are infiltration, exfiltration and resupply of special operations forces in day, night or marginal weather conditions. Other missions include combat search and rescue. The MH-60G is equipped with an all-weather radar which enables the crew to avoid inclement weather. To extend their range, Pave Hawks are equipped with a retractable in-flight refueling probe and internal auxiliary fuel tanks. Pave Hawks are equipped with a rescue hoist with a 200-foot (60.7 meters) cable and 600-pound (270 kilograms) lift capacity. All MH-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 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. Pave Hawks are equipped with folding rotor blades and a tail stabilator for shipboard operations and to ease air transportability.
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David
Sat January 18, 2003 9:40am
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The mission of the MC-130
The mission of the MC-130E Combat Talon I and MC-130H Combat Talon II is to provide global, day, night and adverse weather capability to airdrop and airland personnel and equipment in support of U.S. and allied special operations forces. The MC-130E also has a deep penetrating helicopter refueling role during special operations missions. These aircraft are equipped with in-flight refueling equipment, terrain-following, terrain-avoidance radar, an inertial and global positioning satellite navigation system, and a high-speed aerial delivery system. The special navigation and aerial delivery systems are used to locate small drop zones and deliver people or equipment with greater accuracy and at higher speeds than possible with a standard C-130. The aircraft is able to penetrate hostile airspace at low altitudes and crews are specially trained in night and adverse weather operations. Nine of the MC-130E's are equipped with surface-to-air Fulton air recovery system, a safe, rapid method of recovering personnel or equipment from either land or water. It involves use of a large, helium-filled balloon used to raise a 450-foot (136.5 meters) nylon lift line. The MC-130E flies towards the lift line at 150 miles per hour (240 kilometers per hour), snags it with scissors-like arms located on the aircraft nose and the person or equipment is lifted off, experiencing less shock than that caused by a parachute opening. Aircrew members then use a hydraulic winch to pull the person or equipment aboard through the open rear cargo door.
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