Sikorsky MH-53 - Knowledge

676: 418: 426: 527: 1033: 590: 807: 51: 278: 208: 1026: 354: 870: 374: 619: 894: 1213: 790:- 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. 494: 802:- 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 905: 796:- 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. 370:

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.

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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).

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type for USAF search and rescue (SAR). All helicopters modified with an experimental Limited Night Recovery System (LNRS). Some modified to Pave Imp LNRS-standard. One HH-53B serial number 66-14433 converted to Pave Low I Test Bed at Edwards Air Force Base in 1972. HH-53B 66-14433 consequently became

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The USAF's Super Jollies were 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

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in 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;

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configuration. 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

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CH-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".

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helicopters 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

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A total of 44 HH-53Cs were built, with introduction to service in August 1968. Late in the Vietnam 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

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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

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was 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

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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

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CSAR 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

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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.

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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 two

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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

836:– "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. 273:

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.

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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,

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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

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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 the

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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 redesignated

1399: 518:(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. 824:– 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. 417: 1614: