H 60

INTRODUCTION

The H-60familyof military heIicopters(Sikorsky designation S-70)evolved from the experiences learned in combat in Southeast Asia. The UH-1 Huey's prolific use led to true mobility and revealed the true value ofthe helicopter to a modern army. Many of the airmobility tactics used today were developed during this conflict.

In Vietnam the helicopter had became morę than just an observation and aeromedical evacuation platform. Itprovidedbattlefieldcommanders with accurate.close-inairsupport. rapid troop transportation without the restrictions imposed by terrain. rapid resupply, airborne command and control, electronic jamming and support, special operations insertions and extractions. combat rescue of downed aviators behind enemy lines or at sea, recovery of downed aircraft and many other missions.

Even though the helicopters used in Vietnam performed superbly, there were problems. These aircraft did not have the power to carry fuli loads under“hot and high"conditions, which were common in this theater. Maintenance requirements were relatively high to keep the machines in the air and, despite the fact that many aircraft took multiple hits and kept flying, a single well placed 7.62mm round could bring down most Vietnam era helicopters.

Although the UH-1 Huey serves to this day with distinction, the Army needed an aircraft that would be morę survivable on the modern battlefield and be capable of lifting a fuli squad of infantry under just about all weather conditions. With this in mind, the search began for a replacement for the UH-1 during 1966. Concept formulation studies began that year led to the UTTAS (Utility Tactical Transport Aircraft System) program during 1971.

The Army’s basie UTTAS requirement consisted of the following: exploitation of the latest technology. fly before buy to prove concepts and technology. a thorough test program of the prototypes with a lengthy fly-off competition and once the tests were completed, selection of a winning design.

The Army’s UTTAS program officially began in December of 1971 with a Request For Proposals (RFP) being issued to various companies. Responses to the RFPs were submitted by Sikorsky, Boeing Vertol and Bell Helicopter Company. These were closely analyzed by the Army and two contracts were awarded in August of 1972 for the con-struction of prototypes: one to Boeing Vertol (YUH-61) and one to Sikorsky (YUH-60). The Army planned to thoroughly test these prototype aircraft in a fly-off that would result in the eventual winner.

The prototype contracts calied for three flight test units, one ground unit and one static test unit, although both Sikorsky and Boeing Vertol built a fourth flying prototype with their own funds to “enhance their own position.” The prototypes each had to meet or exceed the demanding UTTAS requirements, which included the following hot and high performance criteria: at 4,000 feet and 95 degrees Fahrenheit, the aircraft must achieve a minimum vertical ratę of climb of 450 FPM fully loaded, using no morę than 95% of intermediate rated power.

Speed and endurance requirements calied for the capability to fly at 145 knots minimum and have an endurance of at least 2.3 hours. To meet the maneuverability requirement, the prototype had to preform the “UTTAS maneuver" which consisted of the ability to elear a 200foot vertical obstacle (within 1,100 feet horizontal) while pulling 1.75 Gs going over and .5 negati ve Gs once elear of the obstacle. This specification was to insure that the aircraft had the maneuverability to perform NOE (nap of the earth) flying. even under hot and high conditions.

The prototypes had to be able to impact vertically at forty-two feet per second with no fatalities to the creworcabin occupants. Retention of high mass items such as the main rotor system, gearbox and engines were also specified as part of the prototype's crash worthy-ness requirement. These items could not penetrate the cabin or cockpit area.

The prototypes also had to meet an improved survivability reąuirement that specified a reduced infrared signature to protect against shoulder fired, heat seeking missiles. This specification also calied for zero vulnerability to a single 7.62mm projectile. This was the first time this reąuirement had been placed on a helicopter and was accomplished in several ways. Critical Systems were madę redundant and separated so that one round could not disable them all. Armor piąte was also used in certain areas (the pilots seats) to provide increased protection. The UTTAS specifications also reąuired increased reliability and maintainability with greatly reduced maintenance man-hours per flight hour.

The aircraft also had to fit into a C-130, two into a C-141 and six in a C-5. The loading also had to be completed within a short period of time and with a minimum of man-power. This reąuirement had a significant effect on aircraft design. Since the main rotor head and blades would reąuire too much time and manpower to remove, the original prototypes were built with a very Iow main rotor. This Iow main rotor appeared not only on the YUH-60s but on the Boeing Vertol YUH-61 s and the Advanced Attack Helicopter prototype (Hughes YAH-64) as well.

The first flight of the Sikorsky YUH-60 (73-21650) took place on 17 October 1974, only twenty-seven months after the contract was issued and six weeks ahead of Schedule. First flight of the Boeing Yertol YUH-61 took place in November and was also on Schedule.

Boeing Vertol test pilots Frank Duke and Len Freisner lift off in the YUH-61 prototype during its first flight on 29 November 1974. The YUH-61 had a uniąue kneeling system for the main landing gear to enable ground crews to perform maintenance and inspection on the taił rotor without special work platforms. (Boeing Yertol via USAAM)