UNITED STATES MILITARY AIRCRAFT by Jos Heyman

Air Force

H = Helicopter (1940-current)

The H series was introduced on 11 June 1948 and continued from the R series.

Last update: 1 July 2016

H-1 Platt-LePage PL-3

Specifications: rdm.: 30'6", 9.30 m length: 29'4", 8.94 m engines: 1 Pratt & Whitney R-985-21 max. speed: 110 mph, 177 km/h

(Source: Ray Watkins, via 1000aircraftphotos.com photo #8250)

The Platt-le-Page design was a helicopter with rotors mounted on lateral outriggers. A single prototype was ordered on 19 July 1940 as XR-1 and with serial 41-001. The first untethered flight took place on 23 June 1941 and the aircraft continued to be tested until 21 June 1946. The XR-1A , of which one was ordered on 29 October 1941 with serial 42-6581, had a glazed nose and a R-985-AN-1 engine. It flew for the first time on 27 May 1943 but was damaged on 26 October 1944 and was declared surplus at the end of the war. In 1946 it was transferred to civilian operators as NX6950. In October 1944 a contract was awarded for seven YR-1A s but that was cancelled in April 1945. The serials are not known. Platt-lePage was acquired by McDonnell in 1944. The latter company developed the twin rotor concept under the company designations H-1A to H-1B. These are not military designations.

H-2 Kellett KD-1

Specifications: rdm.: 40', 12.19 m length: 26', 7.92 m engines: 1 Jacobs R-915-1 max. speed: 120 mph, 193 km/h

(Source: USAAF?)

In 1940 the YG-1C was modified with a different engine and redesignated as XR-2. The serial was 37-378. The aircraft was destroyed in tests. Production was undertaken as O-60.

Refer also to G-1, H-3, O-60

H-3 Kellett KD-1

Specifications: rdm.: 40', 12.19 m length: 26', 7.92 m engines: 1 Jacobs R-755-3 max. speed: 106 mph, 171 km/h

(Source: USAAF?)

YG-1B 37-380 was in 1940 converted as the XR-3.

Refer also to G-1, H-2, O-60

H-4 Sikorsky VS316A/S47/S48 Hoverfly

Specifications: rdm.: 38', 11.58 m length: 35'5", 10.80 m engines: 1 Warner R-550-1 max. speed: 75 mph, 121 km/h

(Source: National Museum of the Air Force)

A single XR-4 was ordered with serial 41-18874 and made its first flight on 14 January 1942. The helicopter had a rdm of 36', 10.97 m and had a Warner R-500-3 engine giving it a max. speed of 102 mph, 164 km/h. It also had a different tail rotor configuration and no fuselage covering. Three examples of the YR-4A , to which the specifications apply, were ordered with serials 42-107234/107236 on 15 January 1943. Also on 15 January 1943 the first of 27 YR-4B s were ordered with serials 42-107237/107248, 43-28223/28235, 43-28247 and 43-47953. In addition 15 were produced for the US Navy as HNS-1. Those remaining in service on 11 June 1948 were redesignated as YH-4B . The production version was the R-4B and 100 were built with serials 43-46500/46599. 20 of these were transferred to the US Navy and the USCG whilst the RAF received 45. Those remaining in service on 11 June 1948 were redesignated as H-4B . The R-4B had a R-550-3 engine. In 1943 the XR-4 was fitted with the R-550-1 engine and was redesignated as XR-4C .

Refer also to HNS

H-5 Sikorsky S51 Dragonfly

Specifications: rdm.: 48', 14.63 m length: 41'10", 12.75 m engines: 1 Pratt & Whitney R-985-AN-5 max. speed: 93 mph, 150 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

Also known as MX-256, five prototypes of this two seat general purpose helicopter were ordered as XR-5 and with serials 43-28236/28239 and 43-47954. The first flight was on 18 August 1943. Two aircraft were fitted with British equipment and were redesignated as XR-5A . The YR-5A , which were originally designated as YR-5, were generally identical to the XR-5 and 26 were built with serials 43-46600/46625. Two went to the US Navy as HO2S-1 whilst those remaining in service on 11 June 1948 were redesignated as YH-5A . The production version was R-5A (H-5A after 11 June 1948) and although 100 were ordered only 34 were completed with serials 43-46626/43-46659. 43-46660/46725 were cancelled. The designations R-5B and YR-5C were assigned to cancelled developments and the next version, with a Pratt & Whitney R-1340- engine, was the YR-5D which were R-5As and YR-5As converted with a nose wheel, rescue hoist and external fuel tank. The serials were 43-46606 and 43-46640/46659. Later they were redesignated as R-5D and after 11 June 1948 H-5D . In 1947 five YR-5As (43-46611/46615) were converted with dual controls as YR-5E and later YH-5E . The R-5F (H-5F from 11 June 1948) was a four seater based on the Sikorsky S-51 and had a rdm of 49', 14.94 m, length of 41'1", 12.52 m, a R-985-AN-5 engine. 11 were procured with serials 47-480/490. The SH-5F designation was used for aircraft 47-0487. The H-5G was similar to the H-5F except for some minor changes. 39 were procured with serials 48-524/562. One, 48-551, was converted to SH-5G . The final version was the H-5H and 16 were built with serials 49-1996/2011. One, with serials 49-2010, was converted to SH- 5H .

Refer also to HO2S, HO3S

H-6 Sikorsky VS316B/S49 Hoverfly

Specifications: rdm.: 38', 11.58 m length: 38'3", 11.66 m engines: 1 Franklin O-405-9 max. speed: 105 mph, 169 km/h

(Source: USAF)

The VS316B was a refinement of the original VS316 design. One XR-6, fitted with a Lycoming O-435-7 engine, was ordered with serial 43-47955 and made the first flight on 15 October 1943. This was followed by five XR-6A s with serials 43-28240/28244. Three of these went to the US Navy as XHOS-1 with serials 46446/46448. The YR-6A was identical to the XR-6A except for some minor modifications. 26 were built by Nash-Kelvinator with serials 43-45316/45341. On 11 June 1948 they were redesignated as YH-6A . The R-6A was the production version and 193 were built by Nash-Kelvinator with serials 43-45342/45534. Of these 36 went to the US Navy as HOS-1 and 150 to the RAF whereas those remaining in service on 11 June 1948 were redesignated as H-6A . A batch of R-6As with serials 43- 45535/46115 was cancelled. The R-6B version was to be fitted with a Lycoming O-435-7 engine but production by Nash-Kelvinator was cancelled.

Refer also to H-7, HOS

H-7 Sikorsky

Specifications: rdm.: 38', 11.58 m length: 38'3", 11.66 m engines: 1 Franklin O-405-9 max. speed: 105 mph, 170 km/h

The XR-7 was a development of the XR-6 with a different engine. One was ordered and was redesignated as XR-6A on 12 February 1943.

Refer also to H-6, HOS

H-8 Kellett KH1

Specifications: rdm.: 36', 10.97 m length: 22'7", 6.88 m engines: 1 Franklin O-405-9 max. speed: 80 mph, 129 km/h

(Source: USAAF)

The Kellett XR-8 was a general purpose helicopter with twin side by side rotors. One XR-8 was ordered with serials 43-44714 and flew for the first time on 7 August 1944. Whilst the XR-8 had two bladed rotors, the XR-8A had revised two bladed rotors. A single example of the latter was ordered with serial 44-21908. The XR-8B designation was used for a version with a rigid rotor system, but this modification was never completed.

H-9 G & A (Firestone) 45

Specifications: rdm.: 28', 8.53 m length: 26'3", 8.00 m engines: 1 Lycoming O-290-7 max. speed: 92 mph, 148 km/h

(Source: USAAF)

In 1944 a single model 45B was ordered as XR-9 as well as a single model 45C as XR-9A . Both were cancelled. The 45B had a length of 35', 10.67 m. Eventually a single XR-9B with serial 46-001 was ordered which on 11 June 1948 was redesignated as XH-9B . The specifications apply to the XR-9B.

H-10 Kellett KH2

Specifications: rdm.: 71', 21.64 m length: 65', 19.81 m engines: 2 Continental R-975-AN-5 max. speed: 100 mph, 161 km/h

(Source: Johan Visschedijk, via 1000aircraftphotos.com photo #3234)

The Kellett KH2 had seating for 10 troops or stretchers for 6. Three XR-10 s were ordered with serials 45-22793/22795, of which the last one was cancelled although other sources suggest that the second aircraft was cancelled. Yet, another source, suggests that only one was completed and flown before it crashed on 3 October 1949. The first flight was on 24 April 1947. On 11 June 1948 they were redesignated as XH-10 . The R-10A was the production version of which 10 were ordered with serials 49-049/058. On 11 June 1948 they were redesignated as YH-10A but were subsequently cancelled.

H-11 Rotorcraft Dragonfly

Specifications: rdm.: 18', 5.49 m length: 15', 4.57 m engines: 1 Continental A100 max. speed: 109 mph, 175 km/h

(Sourcee: US Army Aviation Museum)

The Dragonfly was a light weight helicopter with two contra rotors. One was ordered as XR-11 and with serial 45-59478. On 11 June 1948 it was redesignated as XH-11 . The helicopter was destroyed during testing.

H-12 Bell 48

Specifications: rdm.: 47', 14.33 m length: 55'6", 16.92 m engines: 1 Pratt & Whitney R-1340-AN-1 max. speed: 100 mph, 161 km/h

(Source: Ray Watkins, via 1000aircraftphotos.com photo #9649)

The Bell 48 was a five seat utility helicopter. Two were ordered as XR-12 and with serials 46-214/215. One was fitted with floats and on 11 June 1948 the aircraft were redesignated as XH-12 . Production of 34 R-12A s with serials 47-491/524 was cancelled. The XR-12B had an enlarged cabin for up to ten people although it had a length of 41'7", 12.60 m. The rdm was 47'6", 14.48 m. It had serial 46-216 but did not fly until 21 November 1949 after it was redesignated as XH-12B on 11 June 1948. The YR-12B was similar to the XR-12B but had a Pratt & Whitney R-1340-55 engine. Ten were ordered with serials 46-217/226 but they were redesignated as YH-12B before completion.

H-13 Bell 47 Sioux

Specifications: rdm.: 35'2", 10.72 m length: 27'4", 8.33 m engines: 1 Franklin O-335-3 max. speed: 92 mph, 148 km/h

(Source: US Army)

The model 47 was in production from 1946 to 1976 and over 6000 examples were built by Bell, Agusta, Westland and Kawasaki. The first flight was on 8 December 1945. The USAAF ordered 28 models 47A as YR-13 and with serials 46-227/254. The model 47A had a rdm of 33'6", 10.21 m, and a O-335-1 engine. Of the 28 built 10 were diverted to the US Navy as HTL-1 whilst three (46-228/230) were converted for cold weather operations as YR-13A . Those remaining in service on 11 June 1948 were redesignated as YH-13 and YH-13A . The H-13B designation was assigned to 65 examples of the model 47D which received serials 48-796/860. The specifications apply to this model. Of these a single aircraft had the rear fuselage covering removed and was fitted with a skid undercarriage and stretchers in 1950. It was redesignated as YH-13C and was followed by the conversion of another 15 H-13Bs as H-13C , including 48-845. These were used as ambulances. The designation EH-13B was used for aircraft 48-800. The H-13D version had an O-335-5 engine and 87 were ordered with serials 51-2446/2531 and 51-16642 whilst a batch with serials 54-113/134 was cancelled. The H-13E was a three seat version of the H-13D and 490 were built with serials 51-13742/14231. In 1955 a single H-13D was fitted with a Continental XT51-T-3 engine. It was known as the Bell 201 and designated as XH-13F . The next version was the H-13G which was basically similar to the H-13E. 265 were built with serials 51-14232/14241, 52-7790/7993, 53-3654/3674 and 53-3785/3814. The H-13H had a Lycoming O-435-23 engine and, known as model 47G, 468 were built for the USAF and the US Army. The serials were 55-3355/3356, 55-4613/4633, 56-2161/2244, 57-1792/1875, 57-6203/6244, 58-1497/1552, 58-5304/5395, 58-6984/6998, 59-4911/4972 and 60-6035/6046. Aircraft 59-4972 was eventually flown as NOH-13H . Two models 47J-1, with a Lycoming VO-435-21 engine, were procured for use by the President as H-13J and with serials 57-2728/2729. They were also designated as VH-13J . Two H-13Hs were fitted with a Franklin 6VS-335 engine and were redesignated as H-13K for high altitude operations. On 18 September 1962 the following redesignations took place: US Army Tri-service US Navy Tri-service H-13D OH-13D HTL-4 TH-13L H-13E OH-13E HTL-5 TH-13L H-13G OH-13G HTL-6 TH-13M H-13H OH-13H HTL-7 TH-13N H-13K OH-13K HUL-1 UH-13P HUL-1G HH-13Q USAF Tri-service HUL-1M UH-13R H-13H UH-13H H-13J UH-13J The OH-13S version was based on the model 47G-3B and had a rdm of 36', 10.97 m, length of 28'6", 8.69 m and a Lycoming TVO-435-25 engine. They were procured with serials 63-9072/9221, 63-13668/13685, 64-15318/15432, 65-13005/13020, 66-15998/15999, 67-15870/15908, 69-16380/16391 and 69-19590/19633. Cancelled batches were 63-9372/9523. There was a single OH-13T with serial 64-17904.The final military version was the TH-13T trainer of which 415 were built with serials 64-17845/17903, 65-8038/8080, 66-4273/4298, 66-8040/8130, 67-15912/15965 and 67-17003/17143 whilst 67-17144 was cancelled.

Refer also to HTL, HUL

H-14 G & A (Firestone) GA-50

Specifications: rdm.: length: engines: 1 Continental XO-470-1 max. speed:

The XR-14 was a four place lightweight helicopter designed in competition with the Bell R-15. Three were ordered with serials 46-527/529 but these were cancelled.

H-15 Bell 54

Specifications: rdm.: 37'4", 11.38 m length: 29'4", 8.94 m engines: 1 Continental XO-470-5 max. speed: 105 mph, 169 km/h

(Source: Ray Watkins, via 1000aircraftphotos.com photo #8123)

Based on project MX-841, three examples of the XR-15 were ordered with serials 46-530/532 and the first flight was in March 1948. On 11 June 1948 the aircraft were redesignated as XH-15 .

H-16 Piasecki PV-15

Specifications: rdm.: 82', 24.99 m length: 77'7", 23.65 m engines: 2 Pratt & Whitney R-2180-11 max. speed: 127 mph, 204 km/h

(Source: Piasecki)

Initially known as MX-842, the Piasecki PV-15 was a twin engined tandem rotor heavy transport for up to 43 troops which had started of as a podded helicopter design. Two XR-16 s were ordered by the USAF on 21 June 1946 although at that time no serials were assigned. On 11 June 1948 they were redesignated as XH-16 and were eventually given the serials 50-1269/1270. On 3 October 1952 and still before completion the first one was redesignated as YH-16 and the second as XH-27. The single YH-16 eventually made its first flight on 23 October 1953 and was later converted as YH-16B. During tests several tail plane assemblies were tested. The second aircraft (50-1270) was redesignated from XH-27 to YH-16A (sometimes XH-16A ) and was fitted with 2 Allison T38-A-6 turboshafts. It made its first flight in 1955 and was destroyed in an accident on 5 January 1956. The designation H-16A was reserved for possible production that never took place, whilst the YH-16B designation was assigned to the YH-16 (50-1269) re-engined with 2 Allison T56-A-5 turboshafts as a production prototype, as well as a growth version identified as model PV-59. The YH-16B programme was sponsored by the US Army.

Refer also to H-27

H-17 Hughes

Specifications: rdm.: 130', 39.62 m length: 53'4", 16.26 m engines: 2 General Electric J35-GE- max. speed: 83 mph, 134 km/h

(Source: Hughes)

Development of the large crane type helicopter was commenced in 1946 when Kellett received an order for the XR-17 . It is not clear in how far this design was similar to the later design. In 1947 Hughes took over Kellett and eventually a single XH-17 was ordered with serial 50-1842. The first flight took place on 23 October 1952. The project has also been known as MX-835. The helicopter had insufficient range and the rotor suffered excessive vibration and further development was cancelled. It has been suggested that the XH-17 was donated to the Planes of Fame Museum, but that there was no practical or economical way to transport the helicopter to the museum. Instead it was scrapped, most likely at Hughes Airport in Culver City.

Refer also to H-28

H-18 Sikorsky S-52-2

Specifications: rdm.: 33', 10.06 m length: 28'4", 8.64 m engines: 1 Franklin O-425-1 max. speed: 100 mph, 161 km/h

(Source: US Army Aviation Museum)

Four YH-18A s were ordered by the US Army with serials 49-2888/2891 and the first flight took place in July 1950. 49-2890 was later converted as XH-39A whilst 49-2891 was converted as XH-39.

Refer also to H-39, HO5S

H-19 Sikorsky S-55 Chickasaw

Specifications: rdm.: 53'3", 16.23 m length: 42'1", 12.83 m engines: 1 Pratt & Whitney R-1340-57 max. speed: 115 mph, 185 km/h

(Source: USAF, via 10af.afrc.af.mil/photos)

A total of 1067 S-55 helicopters were built by Sikorsky as well as 547 in licence by Westland, Sud Aviation and Mitsubishi. Five YH-19 s were ordered for evaluation with serials 49-2012/2016. The first of these flew on 10 November 1949 and the aircraft had a R-1340-S1H2 engine. YH-19 with serial 49-2013 was also flown as EYH-19 . The initial production version was the H-19A of which 55 were built with serials 51-3846/3895, 51-7139 and 51-17662/17666. The last batch was originally ordered by the US Navy as HRS-1 and transferred to the USAF probably at a later date than FY1951. Several of these were converted for air-sea rescue duties as SH-19A with serials 51-3849, 51-3871, 51-3875, 51- 3878, 51-3879, 51-3882, 51-3885, 51-3887 and 51-3894. The H-19B version was fitted with a Wright R-1300-3 engine and 266 were built by Sikorsky and two by Sud. Four were diverted from the US Marine Corps. The serials were 51-3896/3968, 52-7479/7600, 53-4404/4464, 53-4878/4885 and 56-6673/6674. A batch with serials 52-10991/10994 was originally ordered by the US Navy as HRS-3 and transferred to the USAF probably at a date later than FY1952. A number of the H-19Bs were converted for air-sea rescue duties as SH-16B. The serials included 52- 7498, 52-7501, 52-7502, 52-7504, 52-7506/7509, 52-7511, 52-7516, 52-7529, 52-7538, 52-7552/7558, 52-7577, 53-4425, 53- 4456, 53-4458, 53-4459 and 53-4461. The H-19C was a US Army version of the H-19A and 72 were ordered with serials 51-14242/14313. The designation H-19D was assigned to a US Army version of the H-19B and were built with serials 52-7601/7625, 54-1408/1437, 55-3174/3228, 55-4937/4944, 55-5235/5240, 56-1519/1568, 56-4246/4283, 57-1616/1641, 57-2553/2558, 57-5926/5982 and 59-4973/4974. A batch with serials 59-492/521 was cancelled. On 18 September 1962 those aircraft remaining in service were redesignated as: USAF Tri-service US Navy Tri-service H-19A UH-19A HRS-3 CH-19E SH-19A HH-19A HO4S-3 UH-19F H-19B UH-19B HO4S-3G HH-19G SH-19B HH-19B US Army Tri-service H-19C UH-19C H-19D UH-19D The US Army operated a number of H-19s converted by Orlando as aerial targets. They were operated with civilian registrations which included N188AR, N388AR, N139AR, N149AR, N159AR, N689AR and N989AR.

Refer also to HO4S, HRS

H-20 McDonnell M38

Specifications: rdm.: 18'5", 5.61 m length: 12'6", 3.81 m engines: 2 McDonnell ramjets max. speed: 50 mph, 80 km/h

(Source: Walter Van Tilborg, via 1000aircraftphotos.com photo #9540)

The M38 was a lightweight helicopter with ramjets mounted in the wingtips. Two XR-20 s were ordered with serials 46-689/690 and the first flight was on 5 May 1948. It has been suggested that the second aircraft was cancelled although photographic evidence and company records indicates that it was built. On 11 June 1948 the aircraft were redesignated as XH-20 . During tests the first aircraft carried the serial 14856 which may be associated with the contract 33-038.

Refer also to H-29

H-21 Vertol Shawnee

Specifications: rdm.: 44', 13.41 m length: 52'6", 16.00 m engines: 1 Wright R-1820-103 max. speed: 120 mph, 193 km/h

(Source: Brink Garber, via 1000aircraftphotos.com photo #2161)

Originally designed by Piasecki and later built by Vertol, the H-21 design was a twin rotor transport helicopter. The YH-21 designation was assigned to 18 models PD-22 which were ordered for evaluation with serials 50-1231/1248. The type had a rdm of 41', 12.50 m, length of 54'9", 16.69 m, a Pratt & Whitney R-1340-AN-1 engine and a max speed of 100 mph, 161 km/h. Similar to the US Navy’s HRP-2, the first flight was on 11 April 1952. The H-21A or model 42, to which the specifications apply, flew for the first time in October 1953 and 38 were built with serials 51-15238/15269 and 52-8487/8492. The H-21B version or model 44A, had a rdm of 44'6", 13.56 m. 169 were built with serials 51-15854/15880, 52-8665/8679, 52-8681/8709, 53-4322/4402, 54-4000/4008, 55-5127/5131, 57-2610/2611 and 59-5927 whilst 53-4403 was cancelled. The first flight was in November 1953 and some aircraft were supplied to France and Canada (the latter with serials 59-2331/2336 and 60-5445/5449). A number of H-21Bs were converted for rescue duties as SH-21B . The H-21C was the US Army version of the H-21A and 334 were built with serials 51-15881/15913, 52-8613/8664, 52-8680, 55-4132/4221, 56-2015/2160 and 56-4343/4354. The first flight was in June 1953. Two H-21Cs were fitted with 2 General Electric T58-GE- in 1957 and were redesignated as H-21D . On 18 September 1962 those aircraft remaining in service were redesignated as USAF Tri-service US Army Tri-service H-21A CH-21A H-21C CH-21C H-21B CH-21B SH-21B HH-21B

Refer also to HRP

H-22 Kaman

Specifications: rdm.: 41', 12.50 m length: 20'6", 6.25 m engines: 1 Lycoming O-435-C max. speed: 81 mph, 130 km/h

One YH-22 , identical to the US Navy’s HTK-1, was procured for evaluation with serial 50-1271. Some sources have suggested that the aircraft was one of the US Navy or USCG XHTK-1s (model K-225), whilst other sources suggest it was one of the US Navy’s HTK-1s (model K-240).

Refer also to H-43, HTK

H-23 Hiller UH12 Raven

Specifications: rdm.: 35', 10.67 m length: 28'4", 8.64 m engines: 1 Franklin O-335-4 max. speed: 84 mph, 135 km/h

(Source: US Army)

The two seat Raven utility helicopter saw extensive use with military as well as civilian operators. The US Army ordered a single YH-23 with serial 50-1254 for evaluation. The length was 27'9", 8.46 m. This was followed by the H-23A production model of which 100 were procured for the US Army and five for the USAF. The serials were 51-3969/4018, 51-15966/15970 and 51-16092/16141. The specifications apply to this version. The H-23B had a Franklin O-335-6 engine and a skid/wheel undercarriage. 354 were built with serials 51-16142/16414, 54-862/881, 54-2915/2949 and 54-4009/4034. 81 were delivered to foreign nations and some were later re-engined with Lycoming VO-435-23B engines. The H-23C was similar to the H-23B and 145 were built with serials 55-4060, 55-4063/4131, 56-2245/2316, 56-4020/4021 and 57-6521. The H-23D was fitted with a Lycoming VO-540-23B engine and had a rdm of 34'5", 10.49 m. The first flight was on 3 April 1956. The serials were 55-4061/4062, 57-2982/3077, 58-5398/5505, 59-2675/2786, 61-3085/3114 and 62-3756/3790. The H-23E was a US Army version with a length of 29'10", 9.09 m and a VO-540-A1B engine but development was cancelled. The H-23F was similar to the H-23E and 27 were procured with serials 59-2787/2790, 61-3218/3234 and 62-12507/12512. Another 6 were built as OH-23F with serials 64-14850/14851, 65-13069, 66-8039 and 67-14867/14868. The H-23G (later OH-23G ) was a dual control version similar to the H-23E but with a length of 28'6", 8.69 m. They were procured with serials 61-3115/3217, 62-3791/3831, 63-9222/9371, 63-12765/12901, 64-15108/15317 and 66-13106/13195. Two were used by the US Navy as OH-23G with serials 153609/153610. A batch with serials 63-9524/9675 was cancelled. On 18 September 1962 the following redesignations took place: US Army Tri-service H-23B OH-23B H-23C OH-23C H-23D OH-23D H-23F OH-23F H-23G OH-23G The TH-23F designation was used by Hiller for a private venture trainer version.

Refer also to HTE

H-24 Siebel S-4A Skyhawk

Specifications: rdm.: 29'2", 8.89 m length: 35'1", 10.69 m engines: 1 Lycoming O-290-11 max. speed: 65 mph, 105 km/h

(Source: US Army Aviation Museum)

Two examples of this lightweight two seater were procured by the US Army for evaluation as XH-24 and with serials 51-5112/5113. They were found unsuitable.

H-25 Vertol PD-18 Retriever

Specifications: rdm.: 35', 10.67 m length: 31'10", 9.70 m engines: 1 Continental R-975-42 max. speed: 120 mph, 193 km/h

(Source: Piasecki)

The H-25A was designed by Piasecki but built by Vertol. The US Army procured 70 H-25As with serials 51-16572/16641. In 1955 50 of these were transferred to the US Navy as HUP-3. On 18 September 1962 those HUP-2s and HUP-3s remaining in service with the US Navy were redesignated as UH-25B and UH-25C .

Refer also to HJP, HUP

H-26 American Helicopter XA-8

Specifications: rdm.: 27', 8.23 m length: 13'3", 4.04 m engines: 2 American XPJ49-AH-3 max. speed: 80 mph, 129 km/h

(Source: US Army Aviation Museum)

The XH-26 was a lightweight single seat helicopter which was collapsible and could be carried in a small container. Five were built with serials 50-1840/1841 and 52-7476/7478 and the first flight took place in June 1952. The first aircraft had tail fins whilst the remainder had tail rotors. The flight programme lasted until 1954. The project designations MX-1660 and MX-1701 have been associated with the XH-26.

H-27 Piasecki PV-45

Specifications: rdm.: 82', 24.99 m length: 77'7", 23.65 m engines: 2 Allison T38-A-6 max. speed: 146 mph, 235 km/h

(Source: Piasecki)

The XH-27 or YH-27 designation was assigned to the second XH-16 (50-1270) on 3 October 1952 but which eventually was redesignated and completed as YH-16A in 1955.

Refer also to H-16

H-28 Hughes

Specifications: rdm.: 130', 39.62 m length: 62'9", 19.13 m engines: 2 Allison XT54-A-5 max. speed: 130 mph, 210 km/h

(Source: Hughes)

The XH-28 was a projected development of the XH-17 ordered in 1952 but later cancelled. A full scale mock-up was built with the turbine engines buried in the fuselage. The first flight was planned for October 1956.

Refer also to H-17

H-29 McDonnell M79

Specifications: rdm.: 27’, 8.23 m length: 15’6”, 4.72 m engines: 2 McDonnell 8RJ4 max. speed: 36 mph, 58 km/h

(Source: McDonnell)

The XH-29 was a two seat development of the XH-20 which was not built although some references claim that one of the XH-20s was converted. One model 79 was built with civilian registration N12M and flew for the first time on 26 March 1952.

Refer also to H-20

H-30 McCulloch MC4C

Specifications: rdm.: 22', 6.71 m length: 32'5", 9.88 m engines: 1 Franklin O-335-5 max. speed: 100 mph, 161 km/h

(Source: US Army Aviation Museum)

Three examples of the YH-30 were evaluated by the US Army with serials 52-5837/5839.

Refer also to HUM

H-31 Doman LZ5

Specifications: rdm.: 48', 14.63 m length: 38', 11.58 m engines: 1 Lycoming XO-580-B max. speed: 104 mph, 167 km/h

(Source: US Army Aviation Museum)

Two examples of this eight seat utility helicopter were evaluated by the US Army as YH-31 and with serials 52-5779/5780. The first flight took place on 27 April 1953 and the aircraft were later used until 1958 as VH-31 .

H-32 Hiller HJ-1 Hornet

Specifications: rdm.: 23', 7.01 m length: 11'10", 3.61 m engines: 2 Hiller 8RJ2B max. speed: 80 mph, 129 km/h

(Source: Johan Visschedijk, via 1000aircraftphotos.com photo #6893)

The Hornet was a lightweight helicopter developed from a similar named helicopter which first flew in 1950. In 1952 the US Army procured 14 for evaluation as YH-32 and with serials 53-4663/4664 and 55-4963/4974. The first flight was in September 1953. One YH-32 was significantly modified and fitted with six rocket launchers and was tested as a firing platform. Nicknamed Sally Rand, it was redesignated as YH-32A . It has also been suggested that three aircraft were built as YH-32As. The helicopter had poor autorotation and further development was cancelled.

Refer also to HOE

H-33 Bell 200

Specifications: rdm.: length: engines: 1 Pratt & Whitney R-2800 max. speed:

The Bell 200 was a convertiplane. The XH-33 was originally ordered in 1952 and was redesignated as XV-3 before completion. The original design of the XH-33 was bigger than that of the XV-3, which was ordered in 1954. In 1963 the XH-33 was still recognised as a valid designation.

Refer also to V-3

H-34 Sikorsky S58 Choctaw

Specifications: rdm.: 56', 17.07 m length: 46'9", 14.25 m engines: 1 Wright R-1820-84 max. speed: 123 mph, 198 km/h

(Source: US Army)

The S58 was a transport helicopter for 18 troops. The first flight was on 8 March 1954 and in total 2800 were built including licence built by Westland and Sud. The US Army ordered 437 H-34A s with serials 53-4475/4554, 54-882/937, 54-2860/2914, 54-2995/3050, 55-4462/4504, 56-4284/4342, 57-1684/1770 and 58-1721. In addition 21 were transferred from the US Navy with serials 55-5241/5261. Several were converted as VH-34A staff transports, including 56-4320, 57-1724, 57-1725 and 57-1726. 53-4475 was later used for tests as JH-34A . A number of H-34As were converted as H-34B s whilst some others (including 54-3016, 56-4305, 56-4331, 56-4333, 57-1692, 57-1693. 57-1694, 57-1698 and 57-1709) were converted to H-34C standards. A number of VH-34As were converted as VH-34C for use by the President including 57-1724, 57-1725 and 57-1726, The USAF ordered six examples of the HSS-1 version with serials 60-5424/5429 for supply to Brazil. On 18 September 1962 the following redesignations took place: US Army/USAF Tri-service US Navy Tri-service H-34A CH-34A YHSS-1 YSH-34G H-34B CH-34B HSS-1 SH-34G H-34C CH-34C HSS-1Z VH-34G HSS-1F SH-34H US Navy Tri-service YHSS-1N YSH-34J HUS-1L LH-34D HSS-1N SH-34J HUS-1 UH-34D HUS-1Z VH-34D HUS-1A UH-34E HUS-1G HH-34F In addition to those redesignated, 21 H-34As were rebuilt as CH-34C and were given the new serials 63-13190/13210 whilst H- 34A 53-4475, 55-4478, 55-4489 and 55-4504 were converted to CH-34C as well. An aircraft with serials 54-3016 was flown as NCH-34C . Also the US Navy procured further UH-34D s with serials 152686, 153116/153133, 153556/153558, 153695/153704, 154045, 154889/154902 and 156592/156598 whilst the USAF procured a number for supply to foreign powers with serials 63-8248/8259, 63-13006/13014 and 63-13139/13140. Ten UH-34Ds were transferred from US Navy storage to USAF reserve forces where they were used as HH-34D and received serials 60-6913, 60-6923, 61-4488/4491, 61-4529 and 63-7972/7974. At least one aircraft, with serial 154900 was converted at a later date as VH-34D . Several UH-34Ds were also converted as LH-34D in addition to those redseignated as such. These had serials 148112, 148119, 148121 and 148122. A SH-34G was supplied to Germany with serial 152188 whilst an aircraft with serial 155290 has been identified as H-34G . Several SH-34Gs were later converted as SH-34J (143865, 143918 as 143959), UH-34G (141584, 143892, 143900 and 143904) and UH-34J (serials 143869, 143870, 143876, 143884, 143886/143888, 143891, 143894/143896, 143901/143905, 143912, 143916, 143923/143925, 143927, 143929, 143931, 143932, 143937, 143939, 143944, 143954, 145668, 145674, 145677, 145679, 145684, 145687, 145694, 145709, 145711, 145712 and 148947). Some aircraft were supplied to the USAF as HH-34G with serials 143885, 143936 and 143946. An aircraft with serial 137854 was also flown as NUH-34G . After 18 September 1962 production of 11 SH-34Js continued with serials 151729/151731, 152380/152381 and 153617/153622. Several SH-34Js were transferred from the US Navy to the USAF as HH-34J . They included aircraft with serials 145678, 145693, 145707, 145710, 147999, 148008, 148011, 148014, 148019, 148021, 148023, 148025, 148028, 148029, 148936, 148938, 148941/148944, 148948, 148953 and 148963. A number of SH-34Js were converted as CH-34A for supply in Germany. Serials included 150733/150755, 150760/150775, 150777, 150797/150807.

Refer also to HSS, HUS.

H-35 McDonnell M82

Specifications: rdm.: 26', 7.92 m length: 30', 9.14 m engines: 1 Continental R-975-19 max. speed: 150 mph, 241 km/h

The McDonnell XH-35 was a convertiplane which had originally been designated as XL-25 and was later redesignated as XV-1. The serials were 53-4016/4017.

Refer also to L-25, V-1

H-36 Bell

Specifications: rdm.: length: engines: max. speed:

The serial 59-5926 has been associated with this Bell design of which no further details have been found. In correspondence the designation has been linked with a secret project called ‘Long Ears’. Initially the designation may have been reserved for US Navy use whilst it has also been suggested that it was the initial designation of the Sikorsky S-57, which was ordered as XV-2 (The Encyclopedia of World Aircraft, p.247) .

H-37 Sikorsky S56 Mojave

Specifications: rdm.: 72', 21.95 m length: 64'3", 19.58 m engines: 2 Pratt & Whitney R-2800-54 max. speed: 130 mph, 209 km/h

(Source: US Army)

The Mojave was a heavy transport helicopter which flew for the first time on 18 September 1953. The US Army borrowed a XHR2S-1 from the USMC and tested it as YH-37A . This was followed by the production of 94 H-37A s with serials 54-993/1001, 55-610/650, 57-1642/1661 and 58-983/1006 whilst aircraft with serials 55-651/659 were cancelled. All but four of these were later modified with a new cargo door and were redesignated as H-37B . On 18 September 1962 those H-37As and H-37Bs remaining in service were redesignated as CH-37A and CH-37B whilst the USMC’s HR2S-1s were redesignated as CH-37C .

Refer also to HR2S

H-38 Sikorsky

Specifications: rdm.: length: engines: max. speed:

The H-38 designation is believed to have been issued for a Sikorsky helicopter of unknown design which was supplied to a foreign power with serial 54-4047. Other sources have suggested that is was only used for static tests by the US Navy or the USMC. It has also been suggested that H-38 was associated with a secret project from 1959 called ‘Short Tail’.

H-39 Sikorsky S-59

Specifications: rdm.: 35', 10.69 m length: 30'3", 9.22 m engines: 1 Turbomeca XT51-T3 max. speed: 146 mph, 235 km/h

(Source: Johan Visschedijk, via 1000aircraftphotos.com photo #9007)

Two of the YH-18As, with serials 49-2890 and 48-2891 were converted to XH-39A and XH-39 respectively by the installation of a turboshaft engine. The first flight was on 1 June 1954.

Refer also to H-18

H-40 Bell 204

Specifications: rdm.: 44', 13.41 m length: 38'7", 11.76 m engines: 1 Lycoming XT53-L-1 max. speed: 152 mph, 245 km/h

(Source: US Army)

Three XH-40 prototypes were ordered with serials 55-4459/4461 in May 1955 and the first flight took place on 22 October 1956. Following this a further development batch of 6 YH-40 s with serials 56-6723/6728 was ordered on 19 October 1956. These had a length of 39'7", 12.07 m. The first of these aircraft was later converted as the Bell 533 with two additional Continental J69-T-9 engines and a Lycoming T53-L-9A engine. It flew for the first time in this configuration on 10 August 1962 and was later fitted with T53-L-13 and Pratt & Whitney JT12-A3 engines. The aircraft did not receive a separate designation. On 18 September 1962 the remaining XH-40s and YH-40s were redesignated as XH-40A. Production of the Bell 204, named Iroquois, took place under the HU-1 and H-1 designations.

Refer also to H-1, H-48, HU-1.

H-41 Cessna CH-1B Seneca

Specifications: rdm.: 35', 10.67 m length: 32'8", 9.96 m engines: 1 Continental FSO-470-A max. speed: 100 mph, 161 km/h

(Source: Ray Watkins, via 1000aircraftphotos.com photo #9651)

The Seneca was a four seat helicopter which flew for the first time on 1 July 1954 and of which 38 were built. The US Army procured 10 for evaluation as YH-41A and with serials 56-4236/4245. They were later used for development tests as NH-41A . The UH-41A designation applied to 11 CH-1C Skyhooks for Ecuador, Guatamala, Peru and Iran. The serials were 62-5845/5848, 62-12350, 63-8067/8071 and 63-9793. The aircraft ordered in FY 1962 were originally designated as H-41A .

H-42 Hughes

Specifications: rdm.: length: engines: 1 max. speed:

The XH-42 designation was initially used for what became the HO-2 helicopter for the Army. The serials 58-1324/1328 were associated with these aircraft.

Refer also to HO-2

H-43 Kaman K600 Huskie

Specifications: rdm.: 47', 14.33 m length: 25'2", 7.67 m engines: 1 Pratt & Whitney R-1340-43 max. speed: 120 mph, 193 km/h

(Source: National Museum of the Air Force)

The USAF ordered 18 H-43A s as short range crash rescue helicopters. The serials were 58-1823/1840. This was followed by the H-43B of which 197 were built. These had a Lycoming T53-L-1B engine and the first flight was on 27 September 1956. The serials were 58-1841/1860, 58-5524, 59-1540/1593, 60-251/292, 61-2920/2922, 61-2943/2954, 62-4507/4565, 62-5976/5979 and 62-12513/12514. On 18 September 1962 those H-43As and H-43Bs remaining in service were redesignated as respectively HH-43A and HH-43B . Following this a further 8 HH-43Bs were built with serials 63-9710/9717. In addition US Navy aircraft were redesignated as follows: US Navy Tri-service HUK-1 UH-43C HOK-1 OH-43D HTK-1 TH-43E The UH-43C was powered by a Pratt & Whitney R-1830-52 and the OH-43D had a R-1830-48. The TH-43E had a rdm of 41', 12.50 m, length of 20'6", 6.25 m and 1 Lycoming O-435-4. The HH-43F was based on the H-43B and was fitted with a T53-L-11A engine. Production of 41 aircraft was undertaken with serials 64-14213/14220, 64-15097/15103, 64-17557/17559, 64-17682, 65-10647/10656, 65-12755/12758, 65-12914/12915 and 67-14769/14774. In addition many HH-43Bs were converted to this standard. The latter included serials 58-1846, 59-1542, 59-1544, 59-1547, 59-1556, 59-1557, 59-1558, 59-1564, 59-1566, 59-1569, 59-1575, 59-1576, 59-1579, 59-1581, 59-1583, 59-1592, 60-251, 60-252, 60-256, 60-261/263, 60-288, 60-365/269, 60-284/286, 60-289, 61-2922, 61-2952, 61-2953, 61-2954, 62-4509, 62-4512, 62-4514, 62-4515, 62-4518, 62-4521, 62-4524, 62-4526, 62-4527, 62-4528, 62-4529, 62-4530, 62-4531, 62-4533, 62-4535, 62-4536, 62-4538, 62-4542, 62-4561, 62-4562, 62-4563, and 63-9712/9717. A single OH-43D was converted as a drone for the US Navy as QH-43G .

Refer also to H-22, HOK, HUK, HTK

H-44 ?

Specifications: rdm.: length: engines: max. speed:

The H-44 designation has been linked to a secret USAF project of 1959 called ‘Big Tom’. In 1965 Big Tom referred to a joint USAF/USN biochemical warfare project which was most likely not the same as the Big Tom project associated with the H-44 designation. The Canadian Air Force used the designation H-44A for two of its Vertol helicopters and H-44B for three of these helicopters. These were not USAF designation and they were also referred to as CH-127.

H-45 ?

Specifications: rdm.: length: engines: max. speed:

No details are available on the H-45 although it is believed that the serial 62-5980 was reserved for its use as XH-45 . The designation has also been linked to a secret USAF project called ‘Step Child’ with the designation H-45A .

H-46 Boeing Vertol 107II Seaknight

Specifications: rdm.: 50', 15.24 m length: 44'10", 13.67 m engines: 2 General Electric T58-GE-8B max. speed: 165 mph, 265 km/h

(Source: USMC)

The model 107 tandem rotor transport helicopter flew for the first time on 22 April 1958 whereas a company owned model 107II flew for the first time on 25 October 1960. The USMC ordered 50 examples as HRB-1 but these were redesignated on 18 September 1962 as CH-46A and before they were completed. Production of another 114 helicopters continued as CH-46A. The first flight was on 16 October 1962. The serials were 150265/150278, 150933/150968, 151906/151961 and 152496/152553. Total production was 164. One CH-46A with serial 152508 was flown as JCH-46A . A number of CH-46As were converted for the US Navy as HH-46A search and rescue helicopters. The serials were 150271, 150276, 150983, 150941, 150947, 150950, 150951, 150952, 150954, 150957, 150958, 150962/150964, 151908, 151910/151915, 151918, 151920, 151921, 151924, 151926, 151927, 151931/151934, 151936, 151937, 151939, 151944, 151947/151953, 151955/151957, 151959, 152495, 152946, 152498, 152499, 152501, 152503, 152508, 152510/152513, 152518, 152520, 152522, 152528, 152530, 152535, 152538/152540, 152542, 152543 and 152553. A few CH-46As were converted as RH-46A s for mine sweeping duties. Another CH-46A (151941) was used for permanent testing as NCH-46A . The UH-46A was a utility version of which 10 were ordered by the US Navy with serials 151902/151905 and 152490/152495 whilst aircraft 151942 was converted to this standard. The XCH-46B designation was assigned to a development for the USAF which was not proceeded with. This version was initially designated as H-49. Serials 62-12473/12484 were reserved for this development. The YCH-46C version had a rdm of 48'4", 14.73 m, a length of 44'4", 13.51 m and 2 General Electric T58-GE-6 engines. The designation applied to those YHC-1As of the US Army which remained in service on 18 September 1962. They had serials 58-5514/5516. The CH-46C designation was used for those HC-1As remaining in service but as these were models 117, they were further redesignated as CH-47A. The CH-46D was a development of the CH-46A with 2 General Electric T58-GE-10 engines. 266 were built with serials 152554/152579, 153314/153403, 153951/154044 and 154789/154844. In addition a number of CH-46As were converted as CH-46D . They were 150942, 150957, 151918, 151924, 151926, 151941, 151952, 151957, 152508 and 152538. Aircaft 151941 and 153374 were flown as NCH-46D whilst 152554 was flown as JCH-46D . The HH-46D designation was used for a number of converted aircraft with serials 150271, 150938, 150941, 150947, 150954, 150958, 150962, 150963, 150964, 150968, 151908, 151910, 151911, 151912, 151914, 151915, 151918, 151920, 151921, 151927, 151932, 151933, 151934, 151937, 151939, 151948/151950, 151951, 151953, 151955, 151956, 152496, 152498, 152501, 152503, 152512, 152513, 152520, 152522, 152528, 152539, 152535, 152539, 152553, 153352, 153405, 153406, 153408, 153409, 153411, 153412, 153972 and 154825. The UH-46D was a combat supply version of which 10 were built with serials 153404/153413. In addition two CH-46Ds (154820 and 154821) and several UH-46As and CH-46As (150966, 151903, 151904, 151905, 152491, 152493, 152495 and 153341) were converted to this standard. The CH-46E designation was used for a large number of CH-46As and CH-46Ds which had been re-engined with T58-GE-16 engines. Serials included 150276, 151908, 151931, 151932, 151951, 151956, 152508, 152538, 152562, 152565, 152574, 152578, 152579, 153315, 153316, 153318, 153321, 153322, 153325, 153326, 153328/153331, 153333, 153338, 153345/153347, 153350, 153353, 153356/153358, 153362, 153363, 153365, 153366, 153368, 153369, 153372, 153373, 153377, 153380, 153382, 153383, 153385, 153388, 153389, 153391, 153393, 153395, 153398, 153400, 153402, 153952, 153953, 153956/153969, 153971/153985, 153989, 153990, 153992/153994, 153998, 153999, 154000, 154001, 154003/154005, 154009/154012, 154014, 154015, 154016, 154020, 154023, 154027, 154028, 154031, 154033, 154034, 154036/154040, 154789, 154790, 154792, 154798, 154799, 154801, 154803, 154805, 154807, 154808, 154810, 154812, 154815/154817, 154819, 154822, 154823, 154827, 154828, 154829, 154831/154834, 154838, 154844, 154845/154847, 154849/154851, 154853/154857, 154860, 155301/155313, 155315/155318, 156418/156422, 156424/156427, 156429/156477, 157649/157656, 157659/157665, 157667/157670, 157672/157675, 157678, 157685/157691, 157693, 157694, 157696/157699, 157701/157706, 157710, 157712, 157713, 157715, 157716 and 157720/157726. The VH-46E was a conversion of the CH-46E whilst the HH-46E designation referred to a search and rescue conversion. The CH-46F version was generally similar to the CH-46D and 186 were built with serials 154845/154862, 155301/155318, 156418/156477, 157649/157726 and 158334/158345. A batch with serials 155319/155336 was cancelled. The VH-46F was a conversion of CH-46Fs 157679, 157681, 157683 and 157684.

Refer also to HC-1, HRB.

H-47 Boeing-Vertol 114 Chinook

Specifications: rdm.: 59'1", 18.01 m length: 51', 15.54 m engines: 2 Lycoming T55-L-5 max. speed: 186 mph, 299 km/h

(Source: US Army)

The Chinook was a 40 seat transport helicopter. On 18 September 1962 the YHC-1Bs and the first batches of the HC-1B were redesignated as respectively YCH-47A and CH-47A . Production of the latter totalled 349 with serials 60-3448/3452, 61-2408/2425, 62-2114/2137, 63-7900/7923, 64-13106/13165, 65-7966/8025, 66-066/125 and 66-19000/19097. Aircraft with serials 65-8026/8037 were cancelled. A single CH-47A was used for temporary tests and was redesignated as JCH-47A . The serial was 60-3450. The ACH-47A designation was assigned to a conversion used in Vietnam, where a number of CH-47As were fitted with grenade launchers and guns as well as T55-L-7 engines. Four were converted on the production line and had serials 64-13145, 64-13149, 64-13151 and 64-13154. The first flight was on 10 November 1965. Aircraft with serial 65-7992 was fitted with four bladed rotors and an optional wing as the BV-347 prototype and without receiving a separte designation. Its first flight was on 27 May 1970. A single YCH-47A with serial 59-4984 was fitted with T55-L-7C and redesignated as YCH-47B . and flew for the first time on 9 September 1966 This was followed by the production CH-47B of which 108 were built with serials 66-19098/19143 and 67-18432/18493. The CH-47C version had a rdm of 60', 18.29 m and had T55-L-11 engines. The first flight was on 14 October 1967 and 270 were built with serials 67-18494/18551, 68-15810/15869, 68-15990/16022, 69-17100/17126, 70-15000/15035, 71-20944/20955, 73-21970/21981, 74-22271/22294, 76-22673/22684, 79-23394/23401 and 85-24734/24744. Aircraft with serials 67-18552/18557, 70-15036/15049 and 71-20956/20959 were cancelled. One of these was flown as JCH-47C (serial 68- 15814). A number of aircraft with serials 74-22058/22065 were built for Canada as CH-147 . Several CH-47As, CH-47Bs and CH-47Cs were converted with T55-L-712 engines as YCH-47D . They included 65-8008, 67- 18479 and 67-18538 although they were flown with the FY shown as ‘76’. The first flight was on 11 May 1979. The production version was the CH-47D the first flight of which was on 26 February 1982. The serials were 81-23381/23389, 82-23762/23780, 83-24102/24125, 84-24152/24187, 85-24322/24369, 86-1635/1682, 87-069/116, 88-062/109, 89-130/177, 90-180/225, 91- 230/271, 92-280/312, 92-367/368, 92-400/403, 93-924/934, 98-853, 98-8180/8188 and 98-2000. Batches with serials 86- 390/401 and 91-272/277 were cancelled. Most of these 453 aircraft were remanufactured from CH-47As, CH-47Bs and CH- 47Cs but were given new serials. Eleven CH-47Ds were converted for special mission duties as MH-47D . They included aircraft with serials 82-23763, 83-24110, 83-24118, 84-24156, 85-24342, 85-24360, 85-24361, 89-131, 89-146, 89-160 and 89-161. The designation NH-47D was used for test aircraft. Aircraft 81-23383, 84-24159, 90-0180 were used for tests as JCH-47D . The designation CH-47SD was for 9 aircraft for Singapore and received serials 95-88108/88188. The designation MH-47E refers to a special mission version similar to the CH-47D but with T55-L-714 engines. The first flight was on 1 June 1990. Serials included 76-22681, 86-1635, 90-414, 91-496/501, 91-520/535, 92-313/323 (cancelled) 92-324/327, 92-400, 92-401, 92-403 and 92-464/477. Some of the aircraft were converted from CH-47D. The designation YMH-47E applied to aircraft with serial 88-0267. The designation CH-47F was applied to a replacement of the CH-47D. Three prototypes were built as YCH-47F and with serials 98-0011, 98-0012 and 03-8003. There was a requirement from the US Army for 452 CH-47Fs and this was met by 215 newly built aircraft and the balance remanufactured from CH-47Ds. The first flight was on 25 June 2001. Serials included 86-1678, 04-6701, 04-8701/8717, 05-8010/8017, 06-8018/8032, 06-8718/8720, 07-8033/8041, 07-8721/8748, 08-8042/8058, 08-8749/8777, 09-8059/8073, 09-8778/8800, 10-8074/8087, 10-8404/8409, 10-8801/8821, 10-8855/8856, 11- 8088/8098, 11-8410/8417, 11-8830/8854, 12-8099/8113, 12-8400/8403, 12-8431, 12-8857/8869, 12-8874/8888, 13- 8131/8149, 13-8432/8443, 14-8150/8171, 14-8444/8449, 15-8172/8197, 15-8450/8453, 16-8198/8224, 16-8454/8465 and 17- 8225/8251. In addition CH-47Fs were supplied to other countries, including The Netherlands, Italy, Canada, United Kingdom, Australia and the United Arab Emirates. The MH-47G was a special operations version which was remanufactured from MH-47Es. The first of 95 planned was delivered in May 2004 and had serial 00-2160. 03-3727, 03-3729/3734, 04-3735/3750, 07-3769/3774, 10-03788/03789, 12-03790/03791, 13-03792/03798 are other serials associated with the MH-47G whilst 03-3728 is associated with the HH-47G . The HH-47 (a company designation) was a proposed Combat Search and Rescue version for the USAF of which 145 are to be built from 2006 onwards. They are powered by 2T55-GA-714 engines.

Refer also to HC-1

H-48 Bell

Specifications: rdm.: 44', 13.41 m length: 39'7", 12.07 m engines: 1 General Electric T58-GE-3 max. speed: 152 mph, 245 km/h

63-13141 at Pima (Source: Pima Air Museum)

The XH-48A designation was used for the prototype of a missile site support helicopter with serial 63-13141. The first flight was on 20 February 1964. Production took place as UH-1F.

Refer also to H-40, HU-1, H-1

H-49 Boeing-Vertol 107II

Specifications: rdm.: 50', 15.24 m length: 44'10", 13.67 m engines: 2 General Electric T58-GE-8B max. speed: 165 mph, 265 km/h

The USAF ordered twelve examples of the XH-49A for use as Texas Towers support helicopters as well as in the Artic search and resue role. The serials were 62-12473/12484. Being based on the 107 design, the XH-49A was redesignated as XCH-46B in October 1962 (or perhaps earlier). As it became clear that Boeing-Vertol did not have the capacity to deliver the aircraft in time, the order was cancelled in late 1962.

Refer also to H-46

H-50 Gyrodyne

Specifications: rdm.: 20', 6.10 m length: 13'1", 3.99 m engines: 1 Boeing T50-BO-8 max. speed: 90 mph, 145 km/h

(Source: US Navy)

Although only DSN-3s remained in service on 18 September 1962 the versions of the drone anti-submarine helicopter were designated as US Navy Tri-service DSN-1 QH-50A DSN-2 QH-50B DSN-3 QH-50C The QH-50C flew for the first time on 6 April 1961 and 378 were built along with four piloted ones which were used for testing. The piloted ones had serials N300/303 whilst the drone production aircraft had serials DS1009/1385. Some QH-50Cs were later transferred to the US Army. The QH-50D version, of which 377 were built, was powered by a Boeing T50-BO-12. They aircraft were ordered on 6 April 1964 with serials DS1386/1758. For initial tests four QH-50Cs with serials DS1382/1385 were converted as YQH-50D (later redesignated as QH-50D). The first flight of a QH-50D was on 9 April 1965. In addition 16 were supplied under a separate contract to Japan whilst Gyrodyne built two for their own use. When in 1968 Boeing ceased to build the T50 engine, three QH-50Ds were converted as YQH-50E (later redesignated as QH- 50E ) with an Allison T63-A-5A engine. They carried serials DS1717/1719. The first flight was on 11 September 1969. The designation QH-50F was assigned to the production version of the YQH-50E which would have an improved T63 engine although none were built. There is no record of a QH-50G . The QH-50H was a proposed twin-engined version of the QH-50F with a rotor diameter of 28’, 8.53 m and a length of 17’4”, 5.27 m. None were built.

Refer also to DSN

H-51 Lockheed 186 Aerogyro

Specifications: rdm.: 35', 10.67 m length: 31'9", 9.68 m engines: 1 Pratt & Whitney T74 max. speed: 303 mph, 488 km/h

(Source: Lockheed)

The XH-51A was a joint US Army/US Navy research helicopter with a rigid rotor. Two were ordered with serials 151262/151263 and the first flight was on 2 November 1962. In 1965 the second aircraft was fitted with stub wings and a Pratt & Whitney J60-P-2 engine on the port side. In 1964 NASA ordered an example as XH-51N and with registration N531NA. This was not a military procurement.

H-52 Sikorsky S62A Seaguard

Specifications: rdm.: 53', 16.15 m length: 44'7", 13.59 m engines: 1 General Electric T58-GE-8 max. speed: 109 mph, 175 km/h

(Source: USCG)

The HH-52A was a search and rescue helicopter for the USCG originally ordered on 21 June 1962 as HU2S-1G. 99 were built with serials 1352/1379, 1382/1413, 1415/1429, 1439/1450 and 1455/1466.

Refer also to HU2S

H-53 Sikorsky S-65

Specifications: rdm.: 72'3", 22.02 m length: 88'2", 26.87 m engines: 2 General Electric T64-GE-3 max. speed: 195 mph, 314 km/h

(Source: USAF, via.afrc.af.mil/photos)

The Sikorsky S-65 was a heavy transport helicopter named Sea Stallion of Super Jolly, depending on the service using it. Two YCH-53A prototypes were built for the USMC with serials 151613/151614 and the first flight was on 14 October 1964. This was followed by production CH-53A s with serials 151686/151701, 152392/152415, 153274/153313, 153705/153739, 154863/154888 and 63-13693/13694. A batch with serials 155368/155389 was cancelled. There was also a batch which carried out-of-sequence serials 66-30047, 66-30049, 66-30050, 67-30043/30046, 67-30048 and 67-30051. A single CH-53A (152399) was transferred to the Federal Aeronautics Agency (FAA) as NCH-53A and was flown with a civil registration. Another NCH- 53A had serial 151686. In addition CH-53As 63-13693/13694 were flown as NCH-53A. Seven CH-53As were transferred to the USAF as 67-14426/14432 and 15 to the US Navy where they were used as RH-53A in counter measure duties. They were fitted with T64-GE-413 engines and the aircraft included 152392/152398 and others. In 1988 the USAF acquired a number of confiscated helicopters which were designated TH-53A and were given serials 66-14468/14478. Other sources identified these as former USMC aircraft. In addition 67-30043, 67-30044 and 67-30046 were converted as TH-53A. US Navy serials 153290/153292 and 153311 also refer to TH-53A aircraft. The HH-53B was a long range search and rescue version for the USAF. They were fitted with in-flight refuelling equipment and they were built with serials 66-14428/14435 and 67-14426/14432. The first flight was on 16 March 1967. There is also a reference to the MH-53B version. The HH-53C was similar to the HH-53B but had T64-GE-7 engines and an external cargo hook. 44 were built with serials 67-14993/14996, 68-8283/8286, 68-10354/10369, 69-5784/5797 and 73-1647/1652. Aircraft with serials 68-10739/10754 and 69-400/413 were cancelled. The CH-53C was a cargo version and 20 were built with serials 68-10922/10933 and 70-1625/1632. There is also a reference to the MH-53C version. The CH-53D version for the USMC was similar to the CH-53A but had T64-GE-413 engines and an enlarged cabin for 55 troops. 126 were built for the USMC with serials 156654/156677, 156951/156970, 157127/157176, 157727/157756 and 157930/157931. Several CH-53Ds, with serials 157754/157756 and 157930 were converted as VH-53D executive transports. The RH-53D was a mine counter measures version of the CH-53D and 36 were procured with serials 158682/158693, 158744/158761 and 160099/160104. The first flight was on 27 October 1972. Some aircraft used for tests were designated as NRH-53D .

Known as Sikorsky model S-80, the YCH-53E was a three engined development with a rdm of 79', 24.08 m, a length of 73'4", 22.35 m and 3 General Electric T64-GE-415. Two prototypes were built with serials 159121/159122 and the first flight was on 8 December 1975. This version is named Super Stallion or Sea Dragon. The production model was the CH-53E which flew for the first time on 13 December 1980. The USMC aqcuired them with serials 159876/159877, 161179/161184, 161252/161265, 161381/161395, 161532/161543, 161988/162012, 162478/162496, 162517/162526, 162718/162720, 163051/163087, 164358/164367, 164536/164539, 164776/164791, 164859/164860, 165243/165254, 165344/165347, 165503/165504 and 165651. Aircraft with serials 161544/161545, 162527/162531, 162718/162270, 162687, 163088/163089, 163300/163309 and 164470/154482 were cancelled. In addition other aircraft, including 153287, 153713 and 154871, were converted to the CH- 53E standard. The MH-53E was a mine sweeping version which first flew on 1 September 1983. The prototype was the YMH-53E which flew for the first time on 23 December 1981. Serials of production aircraft were 164368/164371, 164764/164773, 164792/164793 and 164861/164864. Batches with serials 164372/164375, 164774/164775 and 164794/164795 were cancelled. In addition CH-53Es with serials 161395, 163057, 163058, 163065, 163066, 163067, 163068, 163069 and 163070 were converted as MH-53Es. In addition aircraft 68-10357 was converted as MH-53E. The designations JCH-53E and NMH-53E were used for test aircraft. The VH-53F designation was assigned to an order of six staff transports with serials 159123/159128 but the order was subsequently cancelled. Germany ordered two CH-53G s which were similar to the HH-53C and were given serials 154885/154886. Another 110 were built by VFW-Fokker but these were acquired directly. The YHH-53H was the prototype for the HH-53H version which were converted in 1975 from HH-53Cs with night rescue equipment. 11 were converted and were fitted with T64-GE-415 engines. They included aircraft with serials 69-5790, 69-5791, 73-1647, 73-1648, 73-1649, 73-1650, 73-1651 and 73-1652. The designation MH-53H was associated with aircraft 66-14433 70-1629. The MH-53J designation was assigned to HH-53Bs, CH-53Cs and HH-53Cs which were refitted with T64-GE-415 engines. Serials included 66-14428, 66-14429, 66-14431, 66-14432, 66-14433, 67-14993, 67-14994, 67-14995, 68-8284, 68-8286, 68- 10356, 68-10357, 68-10358, 68-10360, 68-10363, 68-10364, 68-10367, 68-10369, 68-10923, 68-10923, 68-10924, 68-10928, 68-10930, 68-10932, 69-5784, 69-5785, 69-5789, 69-5790, 69-5791, 69-5793, 69-5794, 69-5795, 69-5796, 69-5797, 70-1625, 70-1626, 70-1629, 70-1630, 70-1631, 73-1648, 73-1649 and 73-1652. A further development was the MH-53M . MH-53Js 67-14993, 67-14994, 67-14995, 68-10930, 69-5790, 69-5793, 69-5794, 69- 5797, 70-1629, 70-1631 and 73-1648 were converted as MH-53M. The designation CH-53K King Stallion was used for a redesign of the CH-53E with a wider fuselage and many other improvements including General Electric GE38 engines. 156 were ordered for the USMC in 2005 to be used as an expeditionary heavy-lift assault transport of armored vehicles, personnel and equipment. In addition there were four YCH-53K prototypes with serials 169019/169022. The first flight was on 27 October 2015.

H-54 Sikorsky S64 Tarhe

Specifications: rdm.: 72', 21.95 m length: 88'6", 26.97 m engines: 2 Pratt & Whitney T73-P-1 max. speed: 126 mph, 203 km/h

(Source: US Army)

The Tarhe was based on the S60 design of 1959 and the first S64 flew on 9 May 1962. Six pre-production aircraft were ordered in June 1963 as YCH-54A and serials 64-14202/14207, whilst serial 64-4256 probably represents a cancelled order of the YCH-54A. 54 CH-54As production aircraft were built with serials 66-18408/18413, 67-18414/18431 and 68-18432/18459. The CH-54B was a heavier version with dual main wheels and T73-P-700 engines and 37 were built with serials 69- 18460/18484, 70-18485/18490 and 71-18491/18498. The 22 universal pods that were used in conjunction with these aircraft were serialled separately as 68-18578/18599. The first of these was accepted on 28 June 1968 and they were fitted with all support systems and could accommodate 45 combat troops. They had an interior length of 27’5”, 8.36 m, a width of 8’10”, 2.69 m and a height of 6’6”, 1.98 m.

H-55 Hughes 269 Osage

Specifications: rdm.: 25'3", 7.70 m length: 28'11", 8.10 m engines: 1 Lycoming HI-360 max. speed: 86 mph, 138 km/h

(Source: US Army)

The TH-55A was the helicopter training aircraft of the US Army. 791 were procured with serials 64-18001/18020, 64-18025/18239, 66-18240/18355, 67-15370/15449, 67-16687/17002 and 67-18356/18404. Batches with serials 64-18021/18024, 65-13045/13068 and 66-9027/9118 were cancelled and some re-ordered. Aircraft with serials 67-15406, 67- 15421, 67-15434, 67-15443, 67-15447, 67-15449, 67-16692, 67-16694, 67-16698, 67-16703, 67-16706, 67-16713, 67- 16725, 67-16737, 67-16777/16778, 67-16785, 67-16794, 67-16801, 67-16807/16808, 67-16811, 67-16814/16815, 67- 16817/16818, 67-16821/16822, 67-16825/16826, 67-16832, 67-16837, 67-16839, 67-16841, 67-16844, 67-16846, 67- 16850, 67-16865, 67-16872, 67-16875, 67-16876, 67-16888, 67-16891, 67-16897, 67-16904, 67-16913, 67-16925, 67- 16933, 67-16946, 67-16953, 67-16965, 67-16971, 67-16973, 67-16980, 67-16987/67-16988, 67-16990, 67-16995, 67- 16996 and 67-16998 were converted as QTH-55A . The TH-55J designation was used for a version built by Kawasaki for Japan. These aircraft were not procured though US military sources.

Refer also to HO-2

H-56 Lockheed 87 Cheyenne

Specifications: rdm.: 50'5", 15.37 m length: 54'8", 16.66 m engines: 1 General Electric T64-GE-16 max. speed: 253 mph, 407 km/h

(Source: US Army)

Originally designated as YAH-56A , the AH-56A was a two-seat attack helicopter with stub wings for the attachment of armament. Ten were ordered on 21 March 1966 with serials 66-8826/8835 and the first flight was on 21 September 1967. There was a requirement for 600 aircraft and 375 were ordered for production but were cancelled on 9 August 1972 when serious rotor vibrations occurred. The AH-56B was a proposed development with 2 General Electric T58-GE-5 engines.

H-57 Bell 206A Searanger

Specifications: rdm.: 35'4", 10.77 m length: 32'7", 9.93 m engines: 1 Allison T63-A-700 max. speed: 138 mph, 222 km/h

(Source: US Navy)

The TH-57A was the basic training helicopter for the US Navy and 40 were ordered with serials 157355/157394. The next version was the TH-57B and was ordered with serials 161695/161701, 162803/162810 and 163312/163347. The TH-57C was a version of which 98 were ordered with serials 162013/162067, 162666/162686 and 162811/162823. The designation TH-57D concerned upgrades to the TH-57B and TH-57C.

Refer also to H-58, H-4, HO-4

H-58 Bell 206 Kiowa

Specifications: rdm.: 35'4", 10.77 m length: 32'7", 9.93 m engines: 1 Allison T63-A-700 max. speed: 138 mph, 222 km/h

(Source: US Army)

Used as a light observation helicopter by the US Army, 2203 OH-58A s were ordered with serials 68-16687/16986, 69-16080/16379, 70-15050/15649, 71-20340/20865, 72-21061/21460, 73-21861/21934. Canada ordered 74 OH-58As with serials 71-20866/20939 and these were sometimes also referred to as COH-58A . Aircraft with serials 69-16117, 70-15101, 71- 15297, 70-15613 were used as JOH-58A . The OH-58B designation was assigned to fifteen examples supplied to Austria. Ordered on 30 June 1976, a large number of OH-58As were converted with a T63-A-720 engine and redesignated as OH-58C . Serials included 68-16688/16689, 68-16692, 68-16696/16697, 68-16702, 68-16705, 68-16708, 68-16716, 68-16718, 68- 16724, 68-16726/16728, 68-16732, 68-16734/16735, 68-16737/16739, 68-16741/16743, 68-16746/16747, 68- 16750/16751, 68-16753, 68-16755, 68-16757/16758, 68-16761/16762, 68-16764, 68-16769, 68-16775, 68-16783, 68- 16787, 68-16793/16794, 68-16798, 68-16800, 68-16808, 68-16810/16812, 68-16815, 68-16817, 68-16819, 68- 16825/16827, 68-16830, 68-16839/16840, 68-16845/16847, 68-16849/16851, 68-16853, 68-16855/16856, 68-16859, 68- 16866/16867, 68-16870, 68-16872/16873, 68-16877/16878, 68-16881/16882, 68-16885/16886, 68-16889/16890, 68- 16892, 68-16895/16896, 68-16898/16903, 68-16907, 68-16909, 68-16911, 68-16915, 68-16917, 68-16919/16921, 68- 16928, 68-16931, 68-16935, 68-16939/16940, 68-16942/16944, 68-16947/16949, 68-16951, 68-16953/16954, 68- 16956/16958, 68-16961/16963, 68-16965, 68-16969/16970, 68-16978/16979, 68-16982, 68-16984, 68-16985, 69-16081, 69-16082, 69-16084, 69-16094, 69-16096/16097, 69-16101, 69-16106, 69-16108, 69-16110/16111, 69-16113, 69-16115, 69-16118/16119, 69-16121, 69-16122, 69-16124, 69-16126/16127, 69-16132/16133, 69-16135, 69-16137, 69- 16142/16143, 69-16145, 69-16147/16148, 69-16155, 69-16156, 69-16158, 69-16160, 69-16162, 69-16164/16166, 69- 16170/16171, 69-16173, 69-16176, 69-16178, 69-16181, 69-16186, 69-16189, 69-16192, 69-16194, 69-16197, 69- 16200/16202, 69-16204, 69-16206, 69-16208/16209, 69-16213/16215, 69-16220, 69-16223, 69-16225/16226, 69-16232, 69-16236/16239, 69-16241/16242, 69-16244/16246, 69-16248/16249, 69-16260, 69-16264, 69-16268, 69-16274/16275, 69-16277, 69-16279, 69-16288, 69-16291, 69-16297, 69-16298, 69-16301, 69-16305, 69-16312/16315, 69-16320, 69- 16323, 69-16326/16328, 69-16330, 69-16334, 69-16338, 69-16346/16347, 69-16352, 69-16354, 69-16356/16357, 69- 16359/16360, 69-16362/16363, 69-16365, 69-16367, 69-16369, 69-16376, 70-15053, 70-15055, 70-15061, 70-15066, 70- 15070, 70-15072, 70-15074, 70-15079, 70-15083, 70-15086, 70-15087, 70-15090/15093, 70-15096/15098, 70-15126, 70- 15127, 70-15129, 70-15131, 70-15133, 70-15135/15138, 70-15140, 70-15145, 70-15150, 70-15153, 70-15154, 70-15159, 70-15161/15162, 70-15166/15167, 70-15170, 70-15172, 15175/15178, 70-15183, 70-15188, 70-15192/15193, 70-15195, 70-15199, 70-15200, 70-15204, 70-15208, 70-15212, 70-15215, 70-15225, 70-15226, 70-15241, 70-15245, 70-15249, 70- 15251, 70-15254, 70-15279/15280, 70-15285, 70-15287, 70-15290, 70-15300/15302, 70-15307, 70-15311, 70-15316, 70- 15318, 70-15322, 70-15325, 70-15332, 70-15339, 70-15345, 70-15347, 70-15349, 70-15353, 70-15356, 70-15363/15365, 70-15369, 70-15374, 70-15376/15377, 70-15381, 70-15387/15388, 70-15390, 70-15397/15398, 70-15403, 70-15408, 70- 15409, 70-15412/15414, 70-15416/15417, 70-15432, 70-15434, 70-15436, 70-15443, 70-15447, 70-15449, 70-15452, 70- 15459, 70-15460, 70-15462, 70-15473, 70-15474, 70-15477, 70-15480/15482, 70-15485, 70-15487/70-15488, 70- 15492/15495, 70-15497, 70-15500, 70-15508, 70-15510/15513, 70-15515, 70-15520, 70-15532, 70-15543, 70-15550, 70- 15551, 70-15561, 70-15563, 70-15579, 70-15585/15586, 70-15588, 70-15592, 70-15596, 70-15598, 70-15603, 70- 15608/15609, 70-15619, 70-15621/15622, 70-15625, 70-15633, 70-15634, 70-15639, 70-15647, 71-20343, 71-20345, 71- 20349, 71-20352/20354, 71-20356, 71-20362, 71-20364, 71-20365, 71-20369, 71-20376, 71-20381, 71-20384, 71-20386, 71-20396, 71-20403, 71-20411, 71-20414, 71-20415, 71-20421, 71-20423, 71-20426, 71-20427, 71-20433, 71-20435, 71- 20443/20446, 71-20448, 71-20474/20476, 71-20481, 71-20492, 71-20495, 71-20508, 71-20513, 71-20517, 71-20544, 71- 20546, 71-20549, 71-20550, 71-20556, 71-20561, 71-20563, 71-20564, 71-20566, 71-20572/20574, 71-20576, 71-20577, 71-20583, 71-20584, 71-20587, 71-20592/20594, 71-20596, 71-20597, 71-20604, 71-20607, 71-20609, 71-20622, 71- 20624/20627, 71-20636, 71-20646, 71-20648, 71-20663, 71-20666, 71-20667, 71-20670, 71-20671, 71-20673/20675, 71- 20679, 71-20680, 71-20683, 71-20685, 71-20704, 71-20713, 71-20724, 71-20726, 71-20728, 71-20739, 71-20746, 71- 20749/20751, 71-20753, 71-20756, 71-20759/20763, 71-20766, 71-20769, 71-20771, 71-20773, 71-20775, 71-20779, 71- 20783, 71-20798, 71-20800, 71-20802, 71-20806, 71-20807, 71-20813, 71-20817, 71-20822, 71-20823, 71-20833, 71- 20835, 71-20837/20839, 71-20841, 71-20846, 72-21066, 72-21072, 72-21073, 21077, 72-21080, 72-21084, 72-21085, 72- 21088/21093, 21102/21106, 72-21110, 72-21115, 72-21116, 72-21123, 21137, 72-21150, 72-21155, 72-21165, 72-21169, 72-21172, 72-21174, 72-21176, 72-21179/21181, 72-21199, 72-21204, 72-21215, 72-21231, 72-21232, 72-21235, 72- 21236, 72-21239, 72-21247, 72-21275, 72-21282, 21284, 72-21296, 72-21301/21304, 72-21308, 72-21311, 72-21312, 72- 21324, 72-21327, 72-21376, 72-21380, 72-21395/21399, 72-21402, 72-21404, 72-21405, 72-21409, 72-21419, 72-21420, 72-21426, 72-21444, 72-21448, 72-21460, 73-21878, 73-21921 and 73-21932. The designation JOH-58C was assigned to aircraft 68-16850, 70-15215, 70-15349, 71-20724 and 71-20759. The OH-58D version had an Allison T703-AD-700 engine. The first flight was on 30 September 1983 and aircraft included 83-24129/24144, 85-24690/24733, 86-8901/8939, 87-725/760, 88-285/320, 88-1840/1854, 89-082/117, 90-346/381, 91- 536/571, 92-518/545, 92-571/606, 93-935/1035, 94-050/064, 94-149/186, 95-002/039, 95-072/087, 96-009/041, 96- 113/128, 97-124/136, 97-1321/1330, 98-058/070 and 10-01331/01341. A number of these, if not all, were remanufactured from earlier OH-58A, OH-58B and some OH-58D aircraft. Aircraft with serials 68-16748, 68-16754, 69-16139, 69-16285 and 69-16322 were remanufactured as YOH-58D . OH-58D 89-0115 was also flown as JOH-58D . The designation AH-58D has been assigned to an armed conversion of OH-58Ds (serials 86-8908 and 89-8916) whilst the MH-58D version was supplied to Saudi Arabia.

There are no details of a H-58E version. The OH-58F was a modification of the OH-58D with an improved cockpit arrangement. 368 were required by the US Army. The first flight was on 29 April 2013. The designation OH-58X refers to an OH-58A (69-16322) converted with partial stealth feautures and other improvements, including a passengers seat ik the rear. This was an unofficial designation.

Refer also to H-57, H-4, HO-4

H-59 Sikorsky S-69

Specifications: rdm.: 36', 10.97 m length: 41'5", 12.62 m engines: 1 Pratt & Whitney PT6T-3 max. speed: 322 mph, 518 km/h

(Source: Johan Visschedijk, via 1000aircraftphotos.com photo #7041)

The XH-59A was a high speed research helicopter to study the Advanced Blade Concept. It has been alleged that one aircraft was ordered with serial 71-1472 but there is no photographic evidence of this aircraft and the serial does not fit in the 1971 fiscal year. The YH-59A had an additional 2 Pratt & Whitney J60-P-3A engines and two aircraft were built with serials 73-21941/21942. The first aircraft flew on 26 July 1973 but crashed on 24 August 1973. The second aircraft, which was allegedly rebuilt from 71-1472, flew on 21 July 1975 and in March 1977 the two J60s were installed for forward flight. The XH-59A or the remaining YH-59A was to be converted with 2 General Electric T700-GE-700, contrarotating rotors and a tail mounted pusher prop. This project, which was designated XH-59B was not proceeded with.

H-60 Sikorsky S-70

Specifications: rdm.: 53'8", 16.36 m length: 50'1", 15.27 m engines: 2 General Electric T700-GE-700 max. speed: 224 mph, 360 km/h

(Source: USCG)

The Sikorsky S-70 was a utility helicopter initially used by the US Army only but later also used by the USAF and the US Navy. US Army and USAF aircraft are called Blackhawk whilst the US Navy versions are called Seahawk. The six YUH-60A prototypes had a length of 41'4", 12.60 m and T700-GE-100 engines. The aircraft had serials 73-21650/21655 and the first flight was on 17 October 1974. The UH-60A was the first production version and there was an initial requirement for 1509 aircraft. The first flight was on 17 October 1978 and the serials, as ordered, included 73-21654/21655 (converted from YUH-60A), 77-22714/22728, 78-22960/23016, 79-23263/23354, 79-23369/23370, 80-23416/23509, 81-23547/23626, 81-23643/23647, 82-23660/23761, 83-23837/23932, 84-23933/24028, 85-24321, 85-24387/24482, 85-24745/24750, 86-24483/24578, 87-24579/24674, 87-26000/26014, 88-26015/26122 and 89-26123/26178. Many of these aircraft were subsequently converted and some may have been completed as different versions. Some were delivered to foreign military services with a civilian S-70 designation. The designation JUH-60A was assigned to converted aircraft with serials 78-22976/23012, 81-23549, 81-23611, 81-23612, 82- 23748, 84-2398386-24507, 86-24543, 88-26015, 88-26019 and 88-26069. The designation NUH-60A referred to a converted UH-60A with serial 77-22717. A single UH-60A was fitted with Quick Fix electronics and redesignated as YEH-60A . The first flight was on 24 September 1981 and it had serials 79-23301. This was followed by production of EH-60A s which had originally been ordered as UH-60A. The serials included 84-24017/24028, 85-24465/24479, 85-24481, 85-24482, 86-24561, 86-24562, 86-24563, 86-24564, 86-24565, 86-24566, 86-24567, 86-24568, 86-24569, 86-24570, 86-24571, 86-24572, 86-24573, 86- 24574, 86-24578, 87-24658, 87-24659, 87-24661, 87-24662, 87-24663, 87-24664, 87-24665, 87-24666, 87-24667, 87-24668, 87-24669, 87-24671, 87-24672 and 87-24673. Some of these, including 85-24481, were later converted as UH-60A. The MH-60A was a special mission version and included serial 84-23997. The HH-60A was an armed combat rescue helicopter for the USAF which flew for the first time on 4 February 1984 and was fitted with T700-GE-401 engines. Serials included 82-23718. The VH-60A was a USMC executive transport version for the White House flight. Nine were ordered with serials 163259/163267 and the first flight was on 6 October 1987. The YEH-60B was the prototype of the Stand Off Target Acquisition System EH-60B helicopter and a single YEH-60B was converted from a UH-60A, 78-23013, and flew for the first time on 6 February 1981. The production EH-60B was cancelled. The first US Navy version was the YSH-60B and five prototypes were ordered with serials 161169/161173. One of these, 161170, was flown as JSH-60B . The first flight of the YSH-60B was on 12 December 1979. The production version was the SH-60B which flew for the first time on 11 February 1983 and was built with serials 161553/161570, 162091/162139, 162326/162349, 162974/162991, 163038/163043, 163233/163256, 163593/163598, 163905/162910, 164174/164179, 164461/164466, 164808/164819, 164847/164858, 165095, 165106/165112, 165854/165859 and 166402. In addition YSH- 60Bs 161171 and 161172 were converted to SH-60B standards. Batches with serials 162350/162389, 162992/162997 and 165128/135134 were cancelled. Two UH-60B s were procured with serials 163257 and 163258 although these may have been originally ordered as SH-60B. Some aircraft were used for tests with the designation NSH-60B including 162349, 162974 and 163227. The EH-60C designation was used for some converted UH-60As including 85-24480, 87-24660 and 87-24670. The SH-60C was a proposed replacement for the SH-3 Seaking but was not proceeded with. The designation UH-60C was used for several aircraft. A number of UH-60As were converted as HH-60D combat rescue aircraft. The serials included 82-23718 and 82-23728 and the first flight was on 4 February 1984. No production was undertaken and the aircraft were later converted to HH-60A and HH- 60G. 11 examples of the UH-60D were ordered. The VH-60D designation was used for executive transports. The EH-60E electronic warfare version comprised converted aircraft with serials 86-24514, 86-24575, 86-24576, 86-24577, 86- 24657 and 86-24674. The CH-60E was a proposed transport version for the USMC which was not proceeded with. The HH-60E was a simplified version of the HH-60D. The designation SH-60F was assigned to a modified version of the SH-60B. The first flight was on 19 March 1987 and aircraft were built with serials 163282/163288, 164069/164104, 164443/164460, 164609/164620, 164796/164807, 165113/165119, 165144 and 165268/165270. Aircraft with serials 164423/164440, 164467/164469, 164805/164807, 165135/165141 and 165155/165157 were cancelled, whilst aircraft 165154 was delivered as HH-60H. One aircraft (162383) was used as YSH-60F to test a vectored thrust ducted propeller later redesignated as X-49A. The NSH-60F was a SH-60F to test the VH-60N cockpit upgrade. It had serial 164069. The HH-60G was initially a proposed version for the USCG and a number were built with serials 163783/163800 although it appears they were used by the US Navy. The designation was also used for USAF search and rescue aircraft. Serials included 82-23680, 82-23689, 82-23708, 82-23728, 87-26006, 87-26014, 89-26195, 89-26196, 89-26198, 89-26199, 89-26200, 89- 26201, 90-26224, 90-26226, 90-26228, 91-26353, 92-26401/26407, 97-26772, 97-26773, 97-26774, 97-26775, 97-26776, 97- 26777, 97-26778 and 97-26779. The MH-60G designation was assigned to converted UH-60As. These included serials 81- 23644, 82-23680, 82-23689, 82-23707, 82-23708, 82-23728, 82-23761, 87-26006/26014 and 88-26108. In addition a number of aircraft were converted/completed as either HH-60G or MH-60G. These had serials 81-23643, 81-23645, 81-23646, 81- 23647, 88-26105, 88-26106, 88-26107, 88-26109, 89-26197, 89-26202, 89-26203, 89-26204, 89-26205, 89-26206, 89-26207, 89-26208, 89-26209, 89-26210, 89-26211, 89-26212, 90-26222, 90-26223, 90-26225, 90-26227, 90-26229, 90-26309, 90- 26310, 90-26311, 90-26312 and 91-26352/91-26359. The HH-60H was a US Navy version similar to the SH-60F which flew for the first time on 17 August 1988. The serials were 164831/164846, 165120/165123 and 165255/165267. SH-60Fs 165113/165119 and 165154 were also completed as HH-60H. Aircraft with serials 165142/165145 were cancelled. The EH-60H designation was assigned to converted EH-60As. Serials included 86-24561/24574. The designation YCH-60H was given to a version with serial 95-26673. The HH-60J Jayhawk version of the SH-60F was for the USCG and flew for the first time on 8 August 1989. 56 were purchased with serials 163801/163835, 164820/164828, 165096, 165124/165127 and 165146/165150, which aircraft carried USCG serials 6001/6056. Aircraft with serials 163833/163835 and 164829/164830 were cancelled. In 2005 USCG HH-60J aircraft modified to accept ‘Airborne Use of Force’ equipment were designated as MH-60J . They were 6001/6045, 6047 and 6048. 6049/6056 were cancelled. The designations SH-60J and UH-60J apply to Japanese versions. The MH-60K was a special operations version with T700-GE-701C engines and 23 were ordered after a first flight on 10 August 1990. Converted from UH-60L, the serials were 89-26194, 91-26368/26389. The UH-60L was the next generation utility versions with the T700-GE-701C engines, following on from the UH-60A. The serials for UH-60L, as ordered, included 89-26179/26217, 90-26218/26318, 91-26319/26400, 92-26408/26459, 93-26460/26547, 94- 26548/26603, 95-26604/26663, 96-26664/26740, 97-26741/26771/26794, 98-26795/26828, 99-26829/26846, 00- 26847/26877, 01-26878/26929, 02-2693026968, 02-26970/26975, 03-26979/26997, 04-27006/27022, 05-27023/27034, 05- 27039/27067, 06-27069/27108 and 06-27114/27118, 07-27135, 07-27198/27199, 08-27185, 11-27242, 11-27244/2725. In addition UH-60As with serials 84-23953, 85-24481, 89-26149 and 89-26154 were converted as UH-60L. Again a number of the UH-60Ls were converted or completed with different designations, including the S-70 designation. Further serial numbers up to 27999 have been reserved for future procurements by the US Army. The designation EUH-60L was used for a conversion fitted with additional mission electronic equipment for Army Airborne Command and Control. The AH-60L was a direct action penetrator version for the US Army. Some EH-60As were converted as EH-60L . Several UH-60Ls were converted/completed as HH-60L for search and rescue missions. The serials included 97-26768, 97-26769, 97-26770, 97- 26771, 98-26818, 98-26821, 98-26822, 00-26873, 00-26874, 00-26875, 01-26894, 01-26895, 02-26964, 03-26987/26990, 03- 26995/26997, 04-27019/27022, 05-27035/27038 and 06-27109/27113. A number of UH-60Ls were converted/completed as MH-60L including serials 89-26179, 89-26184/26189, 89-26197, 90-26248, 90-26251, 90-26257, 90-26276, 90-26285/26290, 90-26293, 91-26324, 91-26350, 91-26360/26367, 91-26368, 92-26408, 92-26410/26419, 93-26467, 93-26489, 93-26490, 94- 26547/26550, 94-26551/94-26562, 95-26619, 95-26620, 95-26622, 95-26623, 95-26624, 95-26625, 95-26626, 95-26627, 95- 26634 and 06-27114/27115. The UH-60M designation was used for the remanufacture of up to 1200 UH-60A and UH-60L aircraft from 2006 onwards. The first flight was on 17 September 2003 and they were serialled as 02-26969, 02-26976/26978, 04-26998/27001, 05- 20001/20021, 07-20032/20035, 07-20038, 07-20040/20050, 07-27120/27128, 07-27151, 07-27201, ??-27227, 08- 20098/20126, 08-20136, 09-20149/20150, 09-20198, 09-20200, 09-20205, 09-27205, 10-20171, 10-20328/20329, 10- 27220/27222, 11-20370, 11-20389, 11-20416/20422, 11-20438, 11-27226/27240, 12-20510/20524, 12-20526/20528, 12- 20539, 12-20546/20562, 12-20564/20572, 13-20563, 13-20573/20647, 14-20683/2684. They were fitted with T700-GE-701C engines. It has also been reported that UH-60Ls 03-26992 and 03-26994 were converted to the UH-60M standard. NUH-60A 77-22717 was converted as YUH-60M . HH-60M was a search and rescue version. Serials were 07-20037, 07-20039, 08-20127/20148, 09-20149/20157 and 11-20407/20408. Two MH-60M s were ordered in 2003 as prototypes for a conversion of other aircraft to this standard. Serials associated with the MH-60Ms included 10-20269, 10-20274 and 11-20400. The designation VH-60N was used for several aircraft of the White House flight. They were based on the HH-60D and included converted VH-60As with serials 163259/163266. The designation UH-60N was used for a converted MH-60S used in support of the VH-60N operations. The designation UH-60P was assigned to a Korean version whilst UH-60Q refers to four UH-60As converted for medivac for the US Army. The first aircraft, with serial 86-24560 and designated as YUH-60Q , flew for the first time on 31 January 1993. The SH-60R designated was used for a proposed US Navy conversion of the SH-60B and SH-60F with the potential of up to 273 conversions. The first flight was on 22 December 1999 and serials included 162096 and 162104, whilst 166409/166410 were ordered outright as SH-60R. The designation YSH-60R referred to prototypes with serials 162976 and 162977 whilst NSH- 60R referred to a special tests conversion. The MH-60R designation was used for nine remanufactured SH-60Bs for the US Navy. The first flight was on 19 July 2001 and serials included 162976, 166402, 166403/166408, 166409 whilst 166515/166528, 166541/166543, 166545/166567, 166591, 166999, 167005, 167025, 167032/167034, 167036/167070, 168078/168195 and 168971/168979 were ordered outright as MH- 60R. MH-60Rs with serials 168814/168837 were supplied to the Australian Navy. The prototype was designated YMH-60R. The CH-60S version was proposed in 1999 for use by the US Navy. Five were converted from UH-60L, including 96-26673, and up to 200 could be built. Serials were 165742/165778 and the first flight was on 27 January 2000. The MH-60S was a further modified version of the CH-60S of which 237 are to be built for the US Navy with serials 166289/166373, 166468/166471, 167812/167901, 168034/168035, 168394/168397, and 168530/168543. Included were aircraft originally ordered as CH-60S: 165743, 165746, 165747, 165752, 165753, 165754, 165755, 165756, 165759, 165761, 165762, 165763, 165765, 165766, 165767, 165768, 165769, 165770, 165771, 165772, 165773, 165774, 165775, 165776, 165777, 166544, 168530/168583.. The HH-60T was a modification of the HH-60J for the USCG. In 2005 HH-60T USCG aircraft modified to accept ‘Airborne Use of Force’ equipment were designated as MH-60T . Serials included 6001/6045.. The designation UH-60V referred to UH-60Ls converted with, amongst others, digital cockpits. It is expected that up to 900 may be converted. HH-60W was the designation for a replacement for the HH-60G whlst the designation UH-60X has been used for further upgrades of existing versions.

Refer also to X-49

H-61 Boeing-Vertol 237

Specifications: rdm.: 49', 14.94 m length: 51'10", 15.80 m engines: 2 General Electric YT700-GE-700 max. speed: 178 mph, 286 km/h

(Source: Johan Visschedijk, via 1000aircraftphotos.com photo #7017)

The YUH-61A was the unsuccessful contender in the UTTAS competition won by the Sikorsky H-60 design. Three aircraft were ordered with serials 73-21656/21658 and the first flight was on 29 November 1974. Two aircraft with serials 73-21659/21660 were cancelled.

H-62 Boeing-Vertol 301

Specifications: rdm.: 92', 28.04 m length: 89'3", 27.20 m engines: 2 Allison XT701-AD-700 max. speed: 175 mph, 282 km/h

(Source: J. Heyman)

The XCH-62A was a heavy lift helicopter and a single prototype was ordered on 29 January 1973 with serial 73-22012. The aircraft was 90% complete when the programme was cancelled on 1 October 1974. The incompleted airframe went to the US Army Aviation Museum. Procurement of 300 aircraft was envisaged. The project was briefly revived in 1984. By 2005 the incompleted airframe, claimed by the museum to be a mock-up, with additions in fiberglass and thin gauge sheetmetal by the museum, had deteriorated and was demolished.

H-63 Bell 409

Specifications: rdm.: 51', 15.54 m length: 60'9", 18.52 m engines: 2 General Electric T700-GE-700 max. speed: 202 mph, 325 km/h

(Source: Bell)

The YAH-63A was an assault helicopter built in competition with the Hughes Apache. Four were ordered with serials 74-22244/22247 and the first flight was on 1 October 1975. The first two aircraft were cancelled.

H-64 Hughes 77 Apache

Specifications: rdm.: 48', 14.63 m length: 57'9", 17.60 m engines: 2 General Electric T700-GE-700 max. speed: 192 mph, 309 km/h

(Source: US Army)

Two YAH-64A s were ordered with serials 74-22248/22249 and the first flight was on 30 September 1975. Serial 74-22247 (duplicated with a YAH-63A) has been reported to refer to a static test article. After it was declared winner a further three were ordered with serials 79-23257/23259. The production version was the AH-64A and the first flight was on 26 January 1984. They were fitted with T700-GE-701 engines. The serials were 82-23355/23365, 83-23787/23834, 84-24200/24311, 85-25051/25188, 85-25351/25488, 86-8940/9055, 87-0407/0507, 88-197/263, 88-275/284, 89-192/263, 90-280/345, 90-415/522, 90-536/537, 91-110/123, 92-110/111, 92-478/517, 94-328/347 and 95-108/119. In total 821 were built for the US Army as well as 116 for foreign armed forces. Batches with serials 82-23366/23368 and 86-9056/9083 were cancelled. Serials 9301701/1706 have been associated with AH-64A training aids. Aircraft 86-8945, 86-8989 and 89-0221 were used as JAH-64A . The designation AH-64B has been used to refer to export versions to UK and Germany and was later used as the designation for 254 converted AH-64A aircraft, the first one of which flew on 15 April 1992 with serial 92-4260. Further conversions were, however, cancelled in 1992. The AH-64C designation referred to and intended conversion of 308 AH-64As to a limited AH-64D standard. This conversion was cancelled in 1993 in favour of conversion to full AH-64D standard. AH-64A 85-25408 and 85-25477 were converted as AH- 64C. Three prototype AH-64D s were converted from AH-64As and the first flew on 17 March 1997. They included 82-23355, 86- 8989, 89-192 and 89-228. Apart from improved equipment, the AH-64D was fitted with T700-GE-701 engines. A total of 750 AH-64As were remanufactured to this standard with new serials. Serials included 92-5408, 96-5001/5024, 97-5025/5048, 98- 0101/0130, 98-5049/5092, 99-5093/5158, 00-5159/5232, 01-2058/2069; 01-2611/2618, 01-5233/5284, 02-5285/5344, 03- 1021/1032, 03-5345/5418, 04-0001/0016, 04-5419/5482, 05-5483/5501, 05-7001/7013, 06-7014/7027, 07-5483/5537, 07- 7028/7047, 08-5538/5573, 99-2050/2057, 09-5574/5597, 10-9003/9008 and 11-5695/5713. A number of these were exported. They received the name Longbow. Also AH-64Cs 82-23355 and 82-85-25477 were converted to AH-64D standards. Serial 82-23364 referred to an AH-64A converted as YAH-64D . The WAH-64D designation referred to a Westland built version. AH-64D 92-5408 served as a prototype. The designation AH- 64DJP was used for a Japanese version with serials 02-001/002. The AH-64E was a modified version of the AH-64D to increase maneuverability and extend range. Serials included 11- 0001/0030, 13-3003/3006, 14-3011/3015 and 15-0105/0111. Some of these were exported..

H-65 Aerospatiale SA365G Dolphin/Seaguard

Specifications: rdm.: 37'9", 11.51 m length: 43'9", 13.34 m engines: 2 Avco Lycoming LTS101-750 max. speed: 153 mph, 246 km/h

(Source: US Navy)

The HH-65A was a search and rescue helicopter for the USCG of which 98 were ordered with serials 4101/4123 and later 6501/6598. There is also reference to an aircraft with serial 6599 but its status is not clear. Some of the aircraft in the 4101/4123 range were reserialled into the 6501/67598 range. The first flight was on 23 July 1980. The design was based on the Dauphin helicopter which first flew on 2 June 1972. In the late 90s aircraft were refitted with improved cockpits and sensors as HH-65B . Serials for the HH-65B included 6501, 6503, 6504, 6505, 6507, 6512, 6514, 6515, 6516, 6517, 6522, 6523, 6524, 6525, 6527, 6528, 6529, 6530, 6531, 6532, 6533, 6534, 6535, 6536, 6537, 6539, 6544, 6545, 6546, 6547, 6548, 6551, 6552, 6553, 6554, 6555, 6556, 6557, 6560, 6566, 6567, 6568, 6569, 6571, 6572, 6574, 6575, 6576, 6577, 6579, 6583, 6584, 6585, 6586, 6587, 6588, 6589, 6590, 6591, 6592, 6593, 6594, 6595, 6596, 6597 and 6598. The HH-65C was a conversion with Turbomeca Ariel 2C2 engines. The first aircraft (6510) flew on 27 August 2004 and eventually all HH-65A and HH-65Bs remaining in service will be converted to this standard. Serials included 6501/6505, 6508/6539, 6540, 6542, 6544, 6545, 6547, 6548, 6550/6596 and 6598. In 2005 HH-65C aircraft modified with so called ‘Airborne Use of Force’ equipment were designated as MH-65C . Serials included 6501, 6506, 6507, 6530 and 6597. In addition aircraft with serials 6601/6608 were built outright as MH-65C. A large number of aircraft were converted as MH-65D with upgraded avionics and equipment. Known serials were 6501, 6507, 6508, 6514, 6517, 6518, 6519, 6520, 6521, 6526, 6529, 6530, 6536, 6537, 6543, 6548, 6550, 6551, 6552, 6555, 6558, 6559, 6562, 6581, 6586, 6587, 6590, 6591, 6593, 6597, 6603, 6606, 6607 and 6608 The designation HH-65D referred to converted MH-65C whilst MH-65E referted to a further improved version with a wide range of improvements..

H-66 Boeing/Sikorsky Comanche

Specifications: rdm.: 39'1", 11.90 m length: 43'3", 13.22 m engines: 2 Allison/Garrett T800-LHT-801 max. speed:

(Source: US Army)

Winner of the LH competition there was a need for 1300 examples of this two-seat reconnaissance/attack helicopter. Six prototypes with serials 94-327, 95-001/002 and others, were ordered as YRAH-66A with the first flight taking place on 4 January 1996. Production of the RAH-66A was expected to commence in 2000 but was later delayed until 2009. The programme was eventually cancelled on 23 February 2003.

H-67 Bell 206-B3 Creek

Specifications: rdm.: 33'4", 10.16 m length: 31'2", 9.50 m engines: 1 Allison 250-C20J. max. speed: 140 mph, 225 km//h

(Source: David Hatcher, via 1000aircraftphotos.com photo #5434)

The TH-67A was a trainer helicopter of which the US Army acquired 154 examples from 1993 onwards. The aircraft were built in Bell’s Canadian plant. The designation YTH-67A was assigned to the prototypes. The aircraft were operated with civilian registration. The first batch, consisting of c/n 5101 to 5237 was registered (in c/n order) as N67001, N67014, N67025, N67041, N67053, N67091, N67094, N67099, N67110, N67111, N67113, N67118, N67130, N67146, N67147, N67148, N67170, N67172, N67176, N67183, N67184, N67219, N67221, N67231, N67234, N67235, N67242, N67258, N67259, N67265, N67266, N67269, N67273, N67279, N67301, N67323, N67328, N67330, N67337, N67338, N67346, N67347, N67348, N67356, N67363, N67374, N67409, N67411, N67428, N67429, N67432, N67442, N67446, N67455, N67457, N67470, N67472, N67476, N67488, N67497, N67498, N67509, N67514, N67516, N67522, N67525, N67534, N67554, N67561, N67566, N67569, N67572, N67578, N67580, N67599, N67605, N67606, N67609, N67620, N67622, N67632, N67641, N67644, N67656, N67659, N67662, N67665, N67666, N67669, N67670, N67675, N67678, N67707, N67715, N67724, N67725, N67737, N67743, N67744, N67745, N67748, N67751, N67761, N67767, N67773, N67777, N67784, N67804, N67814, N67817, N67830, N67833, N67841, N67848, N67857, N67862, N67872, N67873, N67874, N67876, N67880, N67882, N67907, N67908, N67915, N67919, N67937, N67939, N67950, N67952, N67956, N67960, N67961, N67962, N67968, N67976 and N67978. A second batch, consisting of c/n 5268/5312 carried (in c/n order) registrations N91637, N61528, N54331, N98766, N91763, N76544, N74678, N48552, N58765, N78906, N79987, N77766, N75454, N65231, N69875, N66013, N65897, N89002, N89029, N89031, N89035, N89040, N89049, N89057, N89063, N89079, N89080, N89085, N89088, N89089, N89091, N89094, N5402, N5403, N5404, N5405, N5406, N5409, N4569, N4572, N4573, N4574, N4575, N4582 and N4583. There is no evidence of military serials.

H-68 Agusta A109 Sting Ray

Specifications: rdm.: 39'0", 11.90 m length: 46'11", 14.30 m engines: 2 Pratt & Whitney PW206C max. speed: 190 mph, 305 km/h

(Source: USCG)

Nine MH-68A s were used by the USCG for drug interdiction. They had serials 1078, 1081, 1085, 1091, 1095, 1098, 1099, 1109 and 1113. The aircraft were retired by 2008.

H-69

At one stage it was suggested that the H-69 designations was to be used for new versions of the Bell H-1, as no further H-1 designations were possible. However, in 2005 it was confirmed that H-69 would not be assigned to any helicopter because the number "69" was regarded as embarrassing as it is also known as a synonym for a certain sexual practice.

H-70 Bell 445 Arapaho

Specifications: rdm.: 35’, 10.67 m length: 42’, 12.80 m engines: 1 Honeywell HTS900 max. speed: 161 mph, 259 km/h

(Source: US Army)

Although the designation H-70 had been extensively used by Sikorsky for its S-70 helicopter supplied to foreign military services, the designation was applied in 2005 to the Armed Reconnaissance Helicopter competition winner, the Bell 445. A development of the OH-58 Kiowa and intended to replace the OH-58D, the prototype was designated as YRH-70A and flew for the first time on 2 June 2005 with civilian registration N91796. The US Army had a requirement for 512 aircraft and the first production aircraft was to be delivered in 2013. Development was cancelled on 16 October 2008 by which time 24 ARH-70A s had been partially completed.

H-71 Lockheed Martin US-101 Kestrel

Specifications: rdm.: 61’, 18.59 m length: 64’1”, 19.53 m engines: 3 General Electric CT7-8E max. speed: 192 mph, 309 km/h

(Source: Lockheed Martin)

Based on the Agusta Westland EH-101, the VH-71 was intended as a replacement for the Presidential helicopter (Marine One) and 23 were envisaged for initial use with, eventually a need for 36 aircraft to meet a future operational requirement for 28. The fleet was to consist of nine Increment I aircraft to be designated as VH-71A and 27 Increment II aircraft to be designated as VH-71B . The full fleet was expected to be in service by 2015. The first flight of the VH-71A was on 3 July 2007 whilst the first production aircraft flew on 22 September 2008. These were Increment I aircraft designed to meet the urgent need for new helicopters. In May 2009 the programme was cancelled after four test aircraft and 5 production aircraft had been delivered. The aircraft were never used and were probably put into storage. The aircraft were identified by their construction numbers TV-1 to TV-8 (test vehicles) and PP-1 to PP-5 (production aircraft) and were initially flown with British test registrations. TV-2 to TV-5 were registered as G-17-002/005 whilst PP-1 to PP-5 were registred as G-17-101/105. TV-1 was originally Italian Air Force MM81495 which was leased in 2005 as a training aircraft. It may have had registration G-17-001. It is likely that not all test vehicles, in particular TV-6/8, were actually delivered. No US Navy serials have been published.

In Septgember 2011 the nine VH-71A airframes were sold to Canada for use as spare parts in its CH-149 search and rescue helicopters.

The designation HH-71 was associated with a 2008 Lockheed Martin proposal for a search-and-rescue helicopter.

H-72 EADS UH-145 Lakota

Specifications: rdm.: 36’1”, 11.00 m length: 33’5”, 10.18 m engines: 2 Turbomeca Arriel 1E2 max. speed: 167 mph, 269 km/h

(Source: US Army)

Based on the Eurocopter EC145, UH-72A s were ordered by the US Army as a light helicopter for a variety of purposes. The first aircraft was delivered on 11 December 2006. Serials were 06-72001/72008, 07-72009/72042, 08-72043/72084, 09- 72085/72128, 10-72129/72182, 11-72183/72232, 12-72233/72272, 13-72273/72319 and 14-72320/72335. Five aircraft were acquired by the US Navy as training aircraft with serials 168245/168249.

H-73 to H-91

Not assigned

H-92 Sikorsky S-92

Specifications: rdm.: 56’4”, 17.17 m length: 56’2”, 17.10 m engines: 2 General Electric CT7-8A max. speed: 190 mph, 306 km/h

(Source: Sikorsky)

In 2014 the Sikorsky S-92 was selected by the USMC as the next Presidential helicopter, to be designated as VH-92A . A total of 23 may be acquired. The S-92 flew for the first time on 23 December 1998.