Sikorsky MH-53
| HH-53 "Super Jolly Green Giant" MH-53 Pave Low | |
|---|---|
| |
| A MH-53 Pave Low from the 20th Special Operations Squadron atHurlburt Field,Florida | |
| Role | Heavy-lifthelicopter |
| Manufacturer | Sikorsky Aircraft |
| First flight | 15 March 1967 |
| Introduction | 1968 |
| Retired | 30 September 2008 |
| Status | Retired[1] |
| Primary user | United States Air Force |
| Produced | 1967–1970 |
| Number built | 72[2] |
| Developed from | Sikorsky CH-53 Sea Stallion |
TheSikorsky MH-53 Pave Lowseries is a retired long-rangespecial operationsandcombat search and rescue(CSAR)helicopterfor theUnited States Air Force.The series was upgraded from the HH-53B/C, variants of theSikorsky CH-53 Sea Stallion.TheHH-53 "Super Jolly Green Giant"was initially developed to replace theHH-3E "Jolly Green Giant".The U.S. Air Force's MH-53J/M fleet was retired in September 2008.[1]
Design and development[edit]
The US Air Force ordered 72 HH-53B and HH-53C variants forSearch and Rescueunits during the Vietnam War, and later developed the MH-53J Pave Low version for Special Operations missions.
The Pave Low's mission was low-level, long-range, undetected penetration into denied areas, day or night, in adverse weather, forinfiltration,exfiltrationand resupply ofspecial operations forces.Pave Lows often worked in conjunction withMC-130H Combat Talonfor navigation, communications and combat support,[3]and withMC-130P Combat Shadowfor in-flight refueling.[4][5]
The large green airframe of the HH-53B earned it the nickname "Super Jolly Green Giant".This name is a reference to the smallerHH-3E "Jolly Green Giant",a stretched variant of theH-3 Sea King,used in theVietnam Warfor combat search-and-rescue (CSAR) operations.
HH-53B[edit]
The US Air Force regarded their Sikorsky S-61R/HH-3E "Jolly Green Giant" long-range CSAR helicopters favorably and was interested in the more capable S-65/CH-53A. In 1966, the USAF awarded a contract to Sikorsky for development of a CSAR variant of the CH-53A.[6]
TheHH-53B,as it was designated, featured:
- A retractable in-flight refueling probe on the right side of the nose
- Spindle-shaped jettisonable external tanks with a capacity of 650 US gallons (2,461 L), fitted to thesponsonsand braced by struts attached to the fuselage
- A rescue hoist above the right passenger door, capable of deploying aforest penetratoron 250 feet (76 m) of steel cable
- Armament of three pintle-mounted General ElectricGAU-2/A 7.62 mm (.308 in) six-barreledGatling-type machine guns, with one in a forward hatch on each side of the fuselage and one mounted on the tail ramp, with the gunner secured with a harness
- A total of 1,200 pounds (540 kg) of armor
- A Doppler navigation radar in the forward belly
Early HH-53Bs featured T64-GE-3 turboshafts with 3,080 shaft horsepower (2,297 kW) each, but these engines were later upgraded to T64-GE-7 turboshafts with 3,925 shaft horsepower (2,927 kW). Five crew were standard, including a pilot, copilot, crew chief, and twopararescuemen.[6]
HH-53C[edit]
The HH-53B was essentially an interim type, with production quickly moving on to the modestly improved Air ForceHH-53CCSAR variant. The most visible difference between the HH-53B and HH-53C was that the HH-53C dispensed with the fuel-tank bracing struts. Experience with the HH-53B showed that the original tank was too big, adversely affecting performance when they were fully fueled, and so a smaller 450 US gal (1,703 L) tank was adopted in its place. Other changes included more armor and a more comprehensive suite of radios to improve communications with C-130 tankers, attack aircraft supporting CSAR actions, and aircrews awaiting rescue on the ground. The HH-53C was otherwise much like the HH-53B, with the more powerful T64-GE-7 engines.[6]
A total of 44 HH-53Cs were built, with introduction to service in August 1968. Late in the war they were fitted with countermeasures pods to deal with heat-seeking missiles. As with the HH-53B, the HH-53C was also used for covert operations and snagging reentry capsules, as well as snagging reconnaissance drones. A few were assigned to support the Apollo space program, standing by to recover anApollocapsulein case of a launchpad abort, though such an accident never happened.[6]
In addition to the HH-53Cs, the Air Force obtained 20CH-53Chelicopters for more general transport work. The CH-53C was apparently very similar to the HH-53C, even retaining the rescue hoist, the most visible difference being that the CH-53C did not have an in-flight refueling probe. Since CH-53Cs were used for covert operations, they were armed and armored like HH-53Cs.[6]A good number of Super Jollies were converted intoPave Lowspecial-operations helicopters.[6]PAVEorPaveis an Air Force code name for a number of weapons systems using advanced electronics.
HH/MH-53H[edit]
The USAF's Super Jollies essentially daylight / fair weather machines, and downed aircrew were often in trouble at night or in bad weather. A limited night / foul weather sensor system designated "Pave Low I" based on a low-light-level TV (LLLTV) imager was deployed to Southeast Asia in 1969 and combat-evaluated on a Super Jolly, but reliability was not adequate.[6]
In 1975, an HH-53B was fitted with the much improved "Pave Low II" system and re-designated YHH-53H. This exercise proved much more satisfactory, and so eight HH-53Cs were given a further improved systems fit and redesignatedHH-53H Pave Low III,with the YHH-53H also upgraded to this specification. All were delivered in 1979 and 1980.[6]
The HH-53H retained the in-flight refueling probe, external fuel tanks, rescue hoist, and three-gun armament of the HH-53C; armament was typically aminigunon each side, and a Browning.50 in (12.7 mm) gun in the tail to provide more reach and a light anti-armor capability. The improvements featured by the HH-53H included:
- ATexas InstrumentsAN/AAQ-10 forward-looking infrared (FLIR) imager.
- A Texas Instruments AN/APQ-158 terrain-following radar (TFR), which was a digitized version of the radar used by the A-7. It was further modified to be able to give terrain avoidance and terrain following commands simultaneously (first aircraft capable of this unique feature).[citation needed]
- A Canadian Marconi Doppler-radar navigation system.
- A Litton or Honeywell inertial guidance system (INS).
- A computerized moving-map display.[6]
- A radar-warning receiver (RWR) and chaff-flare dispensers.
The FLIR and TFR were mounted on a distinctive "chin" mount. The HH-53H could be fitted with 27 seats for troops or 14 litters. The upgrades were performed by the Navy in Pensacola, reflecting the fact that the Navy handled high-level maintenance on Air Force S-65s. In 1986, the surviving HH-53Hs were given an upgrade under theCONSTANT GREENprogram, featuring incremental improvements such as a cockpit with blue-green lighting compatible withnight vision goggles(NVGs). They were then reclassified as "special operations" machines and accordingly given a new designation ofMH-53H.[6]
The HH-53H proved itself and the Air Force decided to order more, coming up with anMH-53J Pave Low III Enhancedconfiguration. The general configuration of the MH-53J is similar to that of the HH-53J, the major change being fit of twin T64-GE-415 turboshafts with 4,380 shp (3,265 kW) each, as well as more armor, giving a total armor weight of 1,000 lb (450 kg). There were some avionics upgrades as well, including fit of a modernGlobal Positioning System(GPS) satellite navigation receiver. A total of 31 HH-53Bs, HH-53Cs, and CH-53Cs were upgraded to the MH-53J configuration from 1986 through 1990, with all MH-53Hs upgraded as well, providing a total of 41 MH-53Js.[6]
MH-53J/M[edit]
TheMH-53J Pave Low IIIhelicopter was the largest, most powerful and technologically advanced transport helicopter in theUS Air Forceinventory. Theterrain-followingand terrain-avoidanceradar,forward looking infraredsensor,inertial navigationsystem with Global Positioning System, along with a projected map display enable the crew to follow terrain contours and avoid obstacles, making low-level penetration possible.
Under the Pave Low III program, the Air Force modified nine MH-53Hs and 32 HH-53s for night and adverse weather operations. Modifications included AN/AAQ-18 forward-looking infrared, inertial navigation system, global positioning system,Dopplernavigation systems, APQ-158 terrain-following and terrain-avoidance radar, an on-board mission computer, enhanced navigation system, and integrated avionics to enable precisenavigationto and from target areas. The Air Force designated these modified versions as MH-53J.
The MH-53J's main mission was to drop off, supply, and pick up special operations forces behind enemy lines. It also can engage in combat search and rescue missions. Low-level penetration was made possible by a state-of-the-art terrain following radar, as well as infrared sensors that allow the helicopter to operate in bad weather. It was equipped with armor plating. It could transport 38 troops at a time and sling up to 20,000 pounds (9,000 kg) of cargo with its external hook. It was capable of a top speed of 165 mph (266 km/h) and had a ceiling of 16,000 feet (4,900 m).
TheMH-53M Pave Low IVwas modified from the MH-53J configuration with the addition of Interactive Defensive Avionics System/Multi-Mission Advanced Tactical Terminal or IDAS/MATT. The system enhanced the defensive capabilities of the Pave Low. It provided instant access to the total battlefield situation, through near real-time Electronic Order of Battle updates. It also provided a new level of detection avoidance withnear real-timethreat broadcastsover-the-horizon,so crews can avoid and defeat threats, and replan en route if necessary.
Operational history[edit]
While waiting for delivery of the HH-53Bs, the Air Force obtained twoMarineCH-53As for evaluation and training. The first of eight HH-53Bs performed its initial flight on 15 March 1967, and the type was performing CSAR missions with the USAF Aerospace Rescue & Recovery Service in Southeast Asia by the end of the year. The Air Force called the HH-53B the "Super Jolly". It was used for CSAR, covert combat operations, and "snagging" reentry capsules fromphoto-reconnaissance satellites.[6]
The Air Force lost 17 Super Jollies during the Southeast Asia conflict, with 14 lost in combat – including one that was shot down by a North VietnameseMiG-21on 28 January 1970 while on a CSAR mission overLaos– and three lost in accidents.[6]The Super Jollies made headlines in November 1970 in the unsuccessfulraid into North Vietnam to rescue prisoners-of-warfrom theSon Tayprison camp, as well as in the operation to rescue the crew of the freighterSSMayagüezfromCambodianKhmer Rougefighters in May 1975.
The HH-53B, HH-53C, and CH-53C remained in Air Force service into the late 1980s. Super Jollies operating in front-line service were painted in various camouflage color schemes, while those in stateside rescue service were painted in an overall gray scheme with a yellow tailband.[6]
The first nine HH-53H Pave Lows became operational on 1 July 1980, and were transferred from theMilitary Airlift Command,where they were to have been CSAR assets, to the1st Special Operations Wingin the aftermath of theOperation Eagle Clawdisaster. Two of the HH-53Hs were lost in training accidents in 1984, and so two CH-53Cs were brought up to HH-53H standard as replacements.[6]
Five MH-53Js of the20th Special Operations Squadrondeployed toPanamaas part ofOperation Just Causein December 1989. During the operation, MH-53Js conducted missions including reconnaissance, small team insertion, medivac, logistics, and fire support. The MH-53's terrain-following and terrain-avoidance radar, along with GPS, enabled the helicopters to reach objectives other helicopters could not; in one case, an MH-53 used its precision navigation capability to lead a SEAL team onMH-6 Little Birdhelicopters to their remote objective. 20th SOS crews flew 193 sorties during the operation, totaling 406.1 hours of flying time.[7]
The MH-53 Pave Low's last mission was on 27 September 2008, when the remaining six helicopters flew in support of special operations forces in Southwest Asia. These MH-53Ms were retired shortly thereafter and replaced with theV-22 Osprey.[1][8][9]
Variants and modification/upgrade programs[edit]
- TH-53A– training version used by US Air Force (USAF)
- HH-53B–CH-53Atype for USAF search and rescue (SAR). All helicopters modified with an experimental Limited Night Recovery System (LNRS).[10]Some modified to Pave Imp LNRS-standard.[11]One HH-53B serial number 66-14433 converted to Pave Low I Test Bed at Edwards Air Force Base in 1972.[12]HH-53B 66-14433 consequently became the YHH-53H Black Knight.[13]
- Pave Star- Program designed to address shortcomings of LNRS and deliver an improved night infiltration and rescue capability. Cancelled due to multiple technical issues and cost overruns[14][15]
- Pave Imp- LNRS developed by USAF Air Force Systems Command. Replaced Pave Star. Some HH-53B and C's converted. Used in action during the Vietnam War[16][17]
- CH-53C– heavy-lift version for USAF, 22 built
- HH-53C– "Super Jolly Green Giant", improved HH-53B for USAF. Some fitted with Pave Imp LNRS.[18]
- Pave Low I- Program built on lessons learned from Pave Star, Pave Imp and LNRS. A proof-of-concept test program with the objective of developing a true night and all-weather capability for the HH-53. The main difference from earlier programs centred around the evaluation of a modified Norden AN/APQ-141 Terrain Following/Terrain Avoidance radar along with associated instrumentation, and modifications to existing systems.[19]
- Pave Low II- Program which aimed to address three distinct limitations identified in previous programs; the inability to avoid terrain and exposure to hostile radar/sensor-directed threats at low level; insufficient accuracy in the navigation system to reach the rescue area at low level; and inability to precisely locate the survivor(s) and hold a hover over his/her position.[20]
- Pave Low III- Follow-on program to Pave Low II, but with the LNRS-vintage Low Level Light Television (LLLTV) system replaced with the more capable AN/AAQ-10 Forward-looking Infrared (FLIR) sensor, along with the installation of the AN/APQ-158 Terrain Following/Terrain Avoidance Radar and an Inertial Navigation System. Other equipment additions included a central avionics computer and a projected map display system[21][22]
- YHH-53H Black Knight– HH-53B 66-14433 Test Bed for Pave Low II and Pave Low III systems. Became Pave Low III prototype. Later brought up to Pave Low III production standard.[23]
- HH-53H– Production standard Pave Low III variant. Eight HH-53Cs, two CH-53Cs and the YHH-53H Black Knight were upgraded to this standard at the Naval Air Rework Facility in Naval Air Station (NAS) Pensacola, Florida.[24]
- MH-53H– Re-designation of HH-53H to highlight the additional role of Special Operations in conjunction with its original SAR role.
- MH-53J– "Pave Low IIIE (E for Enhanced)" Upgraded MH-53H. Improved variant with integrated digital avionics, an upgraded transmission, more powerful engines, and various enhanced mission and defensive systems. Remaining HH-53B and C-variants converted to this standard.
- MH-53M– "Pave Low IV" upgraded MH-53Js
For other H-53 variants, seeCH-53 Sea Stallion,CH-53E Super StallionandCH-53K King Stallion.
Operator[edit]
Aircraft on display[edit]
- MH-53M Pave Low IV, AF serial number 68-10928, was retired 29 July 2007 and placed on display at Air Commando Park,Hurlburt Field,Florida on 3 December 2007. This helicopter took part in the May 1975Mayagüez incidentrescue operation and sustained major battle damage to the engine, rotor blades, and instrument panel. The aircraft flew in combat during theWar in Afghanistanand theWar in Iraqfor its last seven years of service, completing its last combat mission in Iraq during the summer 2007.[26]
- MH-53M Pave Low IV, AF serial number 68-10357, was retired in March 2008 and placed on display at theNational Museum of the US Air ForceatWright-Patterson AFB,Ohio on 8 July 2008. This MH-53 carried the command element duringOperation Ivory Coast,the mission to rescue American prisoners of war from theSon TayNorth Vietnamese prison camp in 1970.[2]
- MH-53M Pave Low IV, AF serial number 70-1626, was retired 11 August 2008 and will be placed on display at theMuseum of Aviation,Robins AFB,Georgia.[27]
- MH-53M Pave Low IV, AF serial number 68-8284, was retired on 30 September 2008 and arrived at the Cold War Exhibition at the Royal Air Force Museum,RAF Cosford,UK on 17 December 2008.[28]
- MH-53M Pave Low IV, AF serial number 73-1652, was retired 5 September 2008 and placed on display at theAir Force Armament Museumnext toEglin AFB.This MH-53M was involved in operations shortly after theJonestown Massacre.[29]
- MH-53M Pave Low IV, AF serial number 73-1649. It was retired and intended for a museum when it erroneously ended up in the "Boneyard" of the309th Aerospace Maintenance and Regeneration Group.Its last dedicated Crew Chief discovered it and "rescued" it. It is on display at thePima Air & Space Museum.[30][31]
- MH-53M Pave Low IV, AF serial number 69-5785, on display atMaxwell AFB.It was dedicated on June 8, 2009, and is in the base's Air Park.[32]
- MH-53J Pave Low III, AF serial number 66-14433, on display atKirtland AFB.This aircraft was the prototype for the Pave Low III configuration. It was the first H-53 to reach 10,000 flight hours.[33]
- MH-53M Pave Low IV, AF serial number 68-10369, was retired in September 2008 and is now on display atHill Aerospace Museum.[34]
- MH-53M Pave Low IV, AF serial number 68-10357, is on display at Cannon AFB, NM.
Specifications (MH-53J)[edit]
Data fromUSAF MH-53J/M,[35]International Directory,[36]Vectorsite[37]
General characteristics
- Crew:6 (two pilots, two flight engineers and two aerial gunners)
- Capacity:37 troops (55 in alternate configuration)
- Length:88 ft (27 m)
- Height:25 ft (7.6 m)
- Empty weight:32,000 lb (14,515 kg)
- Max takeoff weight:46,000 lb (20,865 kg) normal
- 50,000 lb (23,000 kg) fortime emergency
- Powerplant:2 ×General Electric T64-GE-100turboshaftengines, 4,330 shp (3,230 kW) each
- Main rotor diameter:72 ft 0 in (21.95 m)
Performance
- Maximum speed:170 kn (200 mph, 310 km/h)
- Cruise speed:150 kn (170 mph, 280 km/h)
- Range:600 nmi (690 mi, 1,100 km) can be extended within-flight refueling
- Service ceiling:16,000 ft (4,900 m)
Armament
- Guns:* Any combination of three7.62×51mm NATOM134 Minigunsand/or12.7×99mm NATO(.50 BMG)M2 Browning machine gunsmounted on left and right sides (immediately behind flight deck) and ramp
Notable appearances in media[edit]
See also[edit]
Related development
Aircraft of comparable role, configuration, and era
Related lists
References[edit]
- ^abc"MH-53s fly final combat missions".US Air Force, 1 October 2008.
- ^abBardua, Rob."New MH-53M helicopter exhibit opens at the National Museum of the U.S. Air Force"Archived2008-07-23 at theWayback Machine.USAF National Museum, 8 July 2008.
- ^MC-130E/H Combat Talon I/II Fact Sheet,US Air Force.
- ^MC-130P Combat Shadow Fact Sheet,US Air Force.
- ^MH-53J page.Globalsecurity.org
- ^abcdefghijklmno"vectorsite.net".www1.vectorsite.net.Retrieved9 February2019.
- ^Whitcomb, Darrel D. (2012).On a Steel Horse I Ride: A History of the MH-53 Pave Low Helicopters in War and Peace(PDF).Montgomery, Alabama: Air University Press. pp. 265–274.ISBN978-1-58566-220-3.
- ^Whitcomb, D.D. (2012).On a Steel Horse I Ride: A History of the MH-53 Pave Low Helicopters in War and Peace.Maxwell Air Force Base, AL: Air University Press, Air Force Research Institute.
- ^"Bye-Bye Pave Low, Hello Osprey".Military.8 October 2008.
- ^Project CHECO South East Asia Report - USAF Search and Rescue November 1967 to June 1969. HQ PACAF Directorate, Tactical Evaluation CHECO Division. July 30, 1969
- ^On a Steel Horse I ride - A History of the MH-53 Pave Low Helicopters in War and Peace - Darrel D. Whitcomb - Air University Press. Air Force Research Institute. Maxwell Air Force Base, Alabama 2012
- ^Pave Low - Evaluation of a Terrain Following Radar System for the HH-53 Helicopter. Technical Report No. 73-11 March 1973. Air Force Flight Test Center. Edwards Air Force Base, California, Air Force Systems Command, United States Air Force
- ^On a Steel Horse I ride - A History of the MH-53 Pave Low Helicopters in War and Peace - Darrel D. Whitcomb - Air University Press. Air Force Research Institute. Maxwell Air Force Base, Alabama 2012
- ^On a Steel Horse I ride - A History of the MH-53 Pave Low Helicopters in War and Peace - Darrel D. Whitcomb - Air University Press. Air Force Research Institute. Maxwell Air Force Base, Alabama 2012
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^On a Steel Horse I ride - A History of the MH-53 Pave Low Helicopters in War and Peace - Darrel D. Whitcomb - Air University Press. Air Force Research Institute. Maxwell Air Force Base, Alabama 2012
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^Pave Low - Evaluation of a Terrain Following Radar System for the HH-53 Helicopter. Technical Report No. 73-11 March 1973. Air Force Flight Test Center. Edwards Air Force Base, California, Air Force Systems Command, United States Air Force
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^On a Steel Horse I ride - A History of the MH-53 Pave Low Helicopters in War and Peace - Darrel D. Whitcomb - Air University Press. Air Force Research Institute. Maxwell Air Force Base, Alabama 2012
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^MH-53J/M Pave Low III/IV Systems Engineering Case Study by W. Albery Ph.D, Raymond L. Robb & Lt. Col. Lee Anderson (2010). Air Force Institute of Technology. Air Force Center for Systems Engineering
- ^"USAF".helis.Retrieved5 January2013.
- ^Hurlburt Field,MH-53 Pave LowArchived2011-07-28 at theWayback Machine,Fact Sheet, retrieved 24 March 2012
- ^Purser, Becky."Celebrated combat search and rescue helicopter finds new home at Robins"[permanent dead link].macon
- ^Willetts, Richard."RAF Cosford MH-53 Delivery Feature Report, 17 December 2008"Archived17 June 2009 at theWayback Machine
- ^Getlin, Noel,Hurlburt MH-53 flies last mission to where it is displayed at the Air Force Armament Museum5 September 2008, Eglin Dispatch
- ^"PAVE LOW IV".pimaair.org.Archived fromthe originalon 9 October 2016.Retrieved9 February2019.
- ^""Restoration of a Jolly Green, Davis-Monthan Air Force Base News"".Archived fromthe originalon 16 December 2013.
- ^Berquist, Carl."Maxwell dedicates veteran MH-53 to Air Park".Air University. Archived fromthe originalon 22 April 2014.Retrieved22 April2014.
- ^McCune, Christopher (2 September 2010)."Kirtland AFB's MH-53J Pave Low - a historic pioneer".Retrieved19 January2017.
- ^Hill Aerospace Museum(2021)."MH-53M Pave Low IV".aerospaceutah.org.Archivedfrom the original on 16 April 2021.Retrieved16 April2021.
- ^MH-53J/M PAVE LOW fact sheet.US Air Force, October 2007.
- ^Frawley, Gerard:The International Directory of Military Aircraft,p. 152. Aerospace Publications Pty Ltd, 2002.ISBN1-875671-55-2.
- ^USAF PAVE LOW: HH-53H / MH-53H, MH-53J, MH-53M, TH-53A.Vectorsite.net, 1 April 2009.
External links[edit]
The initial version of this article was based on apublic domainarticle fromGreg Goebel's Vectorsite.