Back Kaman SH-2 "Sea Sprite"
1959

Kaman SH-2 "Sea Sprite"

In 1956, the US Navy set up a design competition for a new, high-speed, long-range multipurpose helicopter. The contest was won by the Kaman K-20, and the American company accordingly received a contract to build 12 aircraft designated HU2K-1. Trials were lengthy, partly on account of the number of innovations made to the aircraft, and the first models, designated UH-2A Seasprite, only went into service at the end of 1962.

This was a conventional type of turbine-powered helicopter, with a four-blade main rotor and three-blade anti-torque rotor, retractable tailwheel landing gear and a streamlined fuselage. The sealed hull enabled it to float in calm water. Eighty-eight UH-2As were built, and the sea-grey aircraft with its fluorescent markings became a familiar sight on American aircraft carriers. Its successor, the UH-2B, was virtually identical except for the removal of some items of equipment, which were, however, available as optional extras.

Kaman modified one UH-2B air-frame for the US Army Transportation Research Command, by installing a General Electric J85 turbojet on one side of the fuselage, thereby transforming the K-20 into a compound helicopter. In this configuration, the aircraft achieved a speed of over 360km/h. Several of the UH-2B were acquired and evaluated by the US Army for fire support, armed with a four-gun M6 turret and two attachment points for Miniguns and unguided rockets.

Originally single-engined, the Seasprite was redesigned in 1964 with twin GET58-GE-8 turbines and the conversion was so successful that over 100 UH-2As and UH-2Bs were subsequently converted into UH-2Cs, whilst almost as many became HH-2Cs and HH-2Ds. The HH-2C was an armed and protected version, 12 of which were supplied to the US Navy for use on large destroyers. The HH-2D models were obtained by converting 31 single-engine helicopters to the standard of the HH-2C, but without the weapons and protection. The US Navy then considered the possibility of using the Seasprite for ASW and this gave rise to the SH-2D for the LAMPS (Light Airborne Multipurpose System) programme; it was similar to the HH-2D but had a search radar in a cylindrical radome beneath the cabin, MAD gear and sonobuoys (a few aircraft were also tested with dipping sonar). The launchable weapons consisted of two Mk.46 torpedoes or antiship missiles. Twenty HH-2Ds were transformed into the SH-2D ASW variant, while 194 of the SH-2F version, which is still in service, have been built. These differ from the SH-2D in having a new rotor and stronger landing gear. In 1983 Kaman resumed production of the SH-2F to meet further US Navy orders.

G.Apostolo "The Illustrated Encyclopedia of Helicopters", 1984

Kaman UH-2C Sea Sprite (1970)

During 1956 the US Navy held a design competition to finalise the details of its requirement for a high-performance all-weather utility helicopter. Kaman was adjudged the winner and in late 1957 received a contract for four prototype and 12 production Kaman HU2K-1 helicopters; this designation was changed later to UH-2A and the name Seasprite allocated. Of conventional helicopter configuration with four-bladed main and tail rotors, the type is powered in current versions-by two 1007kW General Electric T58-GE-8F turboshaft engines. The Seasprite has been built in many versions, and these are enumerated below.

VARIANTS

UH-2A: initial production version powered by one 932kW General Electric T58-GE-8B turboshaft engine; equipped for IFR operation; 88 built

UH-2B: production version, generally similar to UH-2A, but equipped only for VFR operation; 102 built

UH-2C: redesignation of UH-2A/ UH-2B aircraft following installation of two T58-GE-8B turboshaft engines

NUH-2C: redesignation of one UH-2C after being equipped to carry and launch Sidewinder and Sparrow III missiles for evaluation

NUH-2D: redesignation of NUH-2C when re-equipped for use to study operation of helicopters from small non-aviation ships

HH-2C: search and rescue version of UH-2C with chin-mounted Minigun turret, waist machine-gun positions and extensive armour protection. First version to introduce four-bladed tail rotor; six conversions from UH-2C

HH-2D: search and rescue version similar to HH-2C, but without armament and armour; 67 conversions from earlier single-engined Seasprites

SH-2D: ASW anti-ship missile defence version to meet US Navy's LAMPS (Light Airborne Multi-Purpose System) requirement; 20 conversions from HH-2Ds

YSH-2E: two evaluation conversions of HH-2Ds with advanced radar and LAMPS equipment

SH-2F: developed LAMPS version of which deliveries began in 1973; many early versions converted to this configuration and initial deliveries of new-production SH-2Fs began in 1984; all US Navy SH-2Fs, new or converted, are expected to remain in first-line service throughout the 1990s

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Kaman SH-2 "Sea Sprite"

First flight 2 July 1959; successive versions for US Navy SH-2F put back into production in 1981; from 1967 all single-engined SH-2A/B Seasprites progressively converted to twin-engined UH-2Cs with General Electric T58-GE-8Bs; later modified to Mk I Light Airborne MultiPurpose System (LAMPS) standard to give small ships ASW, Anti-Ship Surveillance and Targeting (ASST), SAR and utility capability. Operational deployment of LAMPS Mk I to HSL squadrons began 7 December 1971. 16 SH-2Ds converted to SH-2F, with stronger landing gear, T58-GE-8F engines and improved rotor; first operational unit deployed to Pacific 11 September 1973. 54 new SH-2Fs delivered by December 1989, at which time total 75 in operation; another six ordered in FY87, but completed as SH-2G. First flight of SH-2F as YSH-2G T700 engine testbed, April 1985; first flight with full avionics 28 December 1989 and delivered 1991, followed by the six new-build SH-2Gs. June 1987, contract for conversion programme from SH-2F to SH-2G; 18 completed June 1994; rebuilds refurbished for further 10,000 flying hours. First production SH-2G flown March 1990; fleet introduction early 1993.

VERSIONS

SH-2F Seasprite: Initial production version, now only operated by Republic of China Navy.

SH-2G Super Seasprite: SH-2F upgrade initiated FY87; airframe changes included replacing T58 with T700-GE-401 engines; fuel consumption improved by over 20 per cent. Avionics improvements include MIL-STD-1553B digital databus, onboard acoustic processor, multifunction raster display, AN/ASN-150 tactical navigation display, and 99-channel sonobuoys. SH-2G qualified for dipping sonar, air-to-surface missiles, forward-looking infra-red sensors and various guns, rockets and countermeasures. Magic Lantern podded laser equipment for subsurface mine detection.

Detailed description refers to SH-2G

SH-2G(A) Super Seasprite: Upgraded model selected by the Royal Australian Navy for deployment aboard new ANZAC frigates and smaller offshore Patrol Combatants. Kaman/Litton highly automated Integrated Tactical Avionics System (ITAS) built around a four-colour multifunction display cockpit architecture which handles EFIS, engine and transmission data, tactical plots and sensor imagery. 11 ordered.

SH-2G(NZ) Super Seasprite: New build model ordered by New Zealand for deployment aboard new ANZAC frigates. Two crew/five passenger arrangement. Four ordered. First flight 2 August 2000.

SH-2G(E) Super Seasprite: In 1994 Egypt announced its intention to buy 10 SH-2F from the US Navy inventory. These aircraft were upgraded to SH-2G configuration and delivered in 1997/98. The Egyptian SH-2G(E) aircraft are equipped with the AlliedSignal AQS-18A dipping sonar.

CUSTOMERS: US Navy operates 16 SH-2Gs; Taiwan 12 ex-US Navy SH-2Fs; Egypt 10 SH-2Gs; 11 SH-2Gs ordered by the Royal Australian Navy and four SH-2Gs for New Zealand for delivery in 2001.

DESIGN FEATURES: Main rotor rpm 298; main and tail rotor blades folded manually; nose opens and folds back for shipboard stowage; lateral pylons for torpedoes or tanks; MAD bird in holder extending from starboard sides.

FLYING CONTROLS: Main rotor blades fixed on hub; pitch changed by trailing-edge tabs. Development flight tests completed of second-generation composite Main Rotor Blades (CMRB-II) aboard a naval SH-2G. New blades have an extended service life of 15,000 flight hours and give reduced fuel consumption and improved hover performance. Extra lift is equivalent to 225kg additional payload. Production blades will fly on the first SH-2G(A) prototype by third quarter 1999. New all-digital Automatic Flight Control System (AFCS) is under test.

STRUCTURE: All-metal airframe with flotation hull; titanium main rotor hub and second-generation Composite Main Rotor Blades (CMRB2) with a projected service life of 15,000 hours.

LANDING GEAR: Tailwheel type, with forward retracting twin mainwheels and non-retractable tailwheel. Liquid spring shock-absorbers in main gear legs; oleo-pneumatic shock-absorber in tailwheel unit, which is fully castoring for taxying but locked fore and aft for T-O and landing. Mainwheels have 8-ply tubeless tyres size 17.5 x 6.25-11, pressure 17.25 bars; tailwheel 10-ply tube-type tyre size 5.00-5, pressure 11.04 bars.

POWER PLANT: Two 1,285kW General Electric T700-GE-401/401C turboshafts, one on each side of rotor pylon structure. Thirty-minute maximum rating 1,259kW; maximum continuous 1,070kW. Basic fuel capacity of 1,802 litres, including up to two external auxiliary tanks with a combined capacity of 1,516 litres. Ship-to-air Helicopter In-Flight Refuelling (HIFR).

ACCOMMODATION: Crew of three, consisting of pilot, co-pilot/tactical co-ordinator, and sensor operator. SH-2G(A) and SH-2G(NZ) have crew of two, pilot and TACCO. One passenger with LAMPS equipment installed; four passengers or two litters with sonobuoy launcher removed. Provision for transportation of internal or external cargo. Space for additional troop seats.

SYSTEMS: Include dual 30kVA electrical system and Turbomach T-62 gas-turbine APU.

AVIONICS: LAMPS Mk I mission equipment includes Canadian Marconi LN-66HP surveillance radar; General Instruments AN/ALR-66A(V)1 radar warning/ESM; Teledyne Systems AN/ASN-150 tactical management system; dual Collins AN/ARC-159(V)1 UHF radios; Texas Instruments AN/ASQ-81(V)2 magnetic anomaly detector; Computing Devices AN/UYS-503 acoustic processor; Flightline Electronics AN/ARR-84 sonobuoy receiver and AN/ARN-146 on-top position indicator; Tele-Dynamics AN/AKT-22(V)6 sonobuoy datalink; Kaman Magic Lantern laser-based minehunting system; 15 DIFAR and DICASS sonobuoys; AN/ALE-39 chaff/flare dispensers; AN/ASQ-188 torpedo presetter. The US Navy plans to retrofit additional self-defence equipment in fleet SH-2Gs, consisting of Hughes AN/AAQ-16 FLIR, Sanders AN/ALQ-144 IR jammers, Loral AN/AAR-47 missile warning and Collins AN/ARC-182 VHF/UHF secure radio. Integrated Tactical Avionics System (ITAS) being proposed for Royal Australian Navy. Mission equipment package includes Telephonics APS-143 search radar with optional Inverse Synthetic Aperture Radar capability; Hughes AAQ-16 FLIR (Raytheon AAQ-27 for Australia); and Litton ALR-93 Electronic Protection Measures (Elisra ESM for Australia). Comms/nav suite incorporates dual Litton LN100G INS/GPS, Link 11 datalink and Rockwell Collins radios.

EQUIPMENT: Cargo hook for external loads, capacity 1,814kg; and folding rescue hoist, capacity 272kg.

ARMAMENT: Two Mk 46 or Mk 50 torpedoes; two Penguin, Maverick or Sea Skua missiles in ASUW role; eight Mk 25 marine smoke markers. Provision for pintle-mounted 7.62mm machine gun in both cabin doorways. Penguin missile capability for SH-2G(A).

Jane's Helicopter Markets and Systems

FACTS AND FIGURES

- Early Seasprite models were rebuilt in Connecticut to become advanced SH-2Fs and SH-2Gs.

- The Seasprite helicopter known as HU2K- 1 first flew on 2 July 1959.

- Egypt bought the SH-2F, and the SH-2G has been selected by the Australian navy.

- Kaman is flying an SH-2F with the company's Magic Lantern anti-ship mine detector housed in a pod.

- The first flight of the new SH-2G took place on 28 December 1989.

- Turkey received 14 surplus SH-2Fs under an agreement proposed in 1994.


Technical data for Kaman SH-2F

Crew: 2, passengers: 6, engine: 2 x General Electric T700-GE-401 turboshaft, rated at 1285kW, main rotor diameter: 13.41m, length with rotors turning: 16.03m, length with a nose and rotor blades folded: 11.68m, height with rotor blades folded: 4.14m, take-off weight: 6125kg, empty weight: 4173kg, max speed: 256km/h, cruising speed: 220km/h, rate of climb: 12.4m/s, service ceiling: 7285m, range with two external fuel tanks: 885km, armament: 1-2 x Mk.46 torpedos, anti-ship missiles, machine-guns, rockets

Comments1-20 21-40 41-60 61-80
John Birch, e-mail, 02.11.2008reply

My father "John Birch" was in the navy 20 years. (I am john junior) He used to fly the HH-2c in viet nam on sar missions off navy destoyers. He was a combat swimmer air crew. He was in HC-7 and is active in their reunions. If anyone may be looking for info about rescue missions, etc involving this aircraft he can be reached at 901-873-2193. I am also looking for a MODEL of a HH-2 that I can get him for Christmas but am looking for the early single engine model. If you can help please email me at jbirch@express.com .

don danielson, e-mail, 11.09.2008reply

I flew the UH-2C with HC-1 Det 31 off of the Bonnie Dick in 68 and 69. It was a bit of a problematic aircraft in terms of maintenance and that caused us to transition to the SH-3G. I liked the way it flew, but it scared alot of the crews. It was just too complicated of a control system, what with the flaps on each blade and the automatic blade tracking system that wasn't very reliable.

sunil, e-mail, 04.08.2008reply

I’m a new recruitment in the helicopter industry. Can someone please give me a list of SAR helicopter equipments for offshore mission.

Steve Diamant, e-mail, 27.07.2008reply

How was the MK-46 attached to the Seasprite? Were lugs used such as on the drop tanks or were they attached with straps?

William Owens AD3, e-mail, 19.06.2008reply

I was in HSL-34 Det-2 beteew 78-81. Like to hear from the guys.

Joe Skrzypek, e-mail, 15.04.2009reply

15 April 2009
Need a good picture of the UH-2A /B for a display in San Diego. Contact Phil Poisson at ASAP
Joe Skrzypek
World Famous HC-7 Helo Pilot
1967-1970

LeRoy Wolf, e-mail, 18.02.2008reply

I was with a SAR unit in Vietnam and we used a Sea Sprite. It flew off of a DLG(guided missle frigate. We rescued a crew of an F-4 in Oct. of 1967 about 5 miles inland in North Vietnam. I have been wondering if they made it through the war. The pilot's call sign was "Red Baron.

Jerry Place, e-mail, 09.03.2008reply

I was a crewman with HC-1,SAR aboard the Enterprise in nam.We used the UH-2A and Uh2B. Love the bird!!!

Lee Bennett, e-mail, 25.11.2007reply

I would love to have a source for a UH-2A /B, C or D Seasprite model. thanks.

Jessie Bihm, e-mail, 24.10.2007reply

Thanks for your great work! Will there be any US variants? Also and update 3d cockpit?

Bill Keller, e-mail, 25.07.2007reply

I flew both UH-2 a and b aircraft. Was stationed at NAS Lakehurst NJ, Helicopter Combat Support Squadron 4. Your article says the B model was not IFR equipped. All the Bravo's I flew and all the B's in HC-4 were totally IFR capable. Some of the differences between the A & B were a much improved liquid spring on the B landing gear, improved fuel control unit on the T-58. As I recall the B versions had a Doppler option that the A did not. Nice write up on a great helicopter!

Norm Urban, e-mail, 12.11.2007reply

I flew one of few UH-2Bs operated by the U.S. Marine Corps as the SAR bird at MCAS Cherry Point in 1967. It was fully IFR.

The UH-2B was a GREAT SAR helo. Turbine powered, retractable gear, dropable aux tanks, a main rotor with blades controlled by little ailerons which allowed blade tracking adjustments in flight, a built in loudspeaker, retractable hoist and even more unique, the "Fishpole".

The Fishpole was an electro /hydraulic pole with a fitting on the end. For a hoist extraction, the hoist cable was run through the fishpole eye. The fishpole then took the hoist hook into the pilot's field of vision, from where it was lowered to the ground or water. This allowed the pilot to position the hook exactly where he wanted it. No Forward, Back, Left, Right, Up, Down, Steady verbal direction from the Crew Chief was necessary. This was especially valuable in a hover over water, where the pilot has no visual cues to movement.

Wayne Mutza, e-mail, 17.12.2020 Norm Urban

Norm, I'm working on a book devoted to the Seasprite and I am seeking details about mods, testing and operations. I like your explanation of the "Fishpole." I'm especially seeking information and photos of the rare4 USMC-assigned UH-2Bs. Can you help? All material is credited. Thanks. You can see my publishing history on my Amazon page.
Wayne Mutza

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