The Army also acquired examples of two electronic warfare (EW) Blackhawk variants, designated EH-60A and EH-60B. Development of the former began in October 1980 when Sikorsky was awarded an Army contract to modify one UH-60A (probably 79-23301) for evaluation under the Quick Fix II EW programme. The modifications included preparation of the airframe for later installation of the AN/ALQ-151 multi-role tactical EW system, the addition of four dipole antennae mounted in pairs on either side of the tailboom, and the installation of a deployable whip antenna beneath the aft section of the main cabin. The EH-60A was also equipped with the AN/ALQ-144 infrared countermeasures set and flare/chaff dispensers in addition to the standard AN/APR-39(V)1 radar warning receiver. The YEH-60A EW Blackhawk flew for the first time in September 1981, and in October 1984 the Tracor Aerospace Group won an Army contract for the conversion of forty UH-60A to EH-60A standard. Flight testing of a planned 132 production -A model EW Blackhawks began in April 1986, though budget restraints ultimately led the Army to acquire only 66 production machines. The last of these was delivered in September 1989, and soon afterwards the type's designation was changed from EH-60A to EH-60C.
While the EH-60C is intended to locate, classify and disrupt enemy signals traffic, the EH-60B was developed specifically to carry the Stand-Off Target Acquisition System (SOTAS) radar. The EH-60B was characterized by the long box-shaped SOTAS scanner mounted below the main cabin, and was equipped with backward-retracting main landing gear legs to allow the SOTAS antenna to rotate a full 360 degrees in flight. The sole EH-60B prototype made its maiden flight in February 1981, but the SOTAS development programme was cancelled the following September and the aircraft was subsequently converted to EH-60A/C standard.
S.Harding "U.S.Army Aircraft since 1947", 1990
|Technical data for EH-60A
main rotor diameter: 16.38m,
fuselage length: 15.26m,
take-off weight: 9980kg,
cruising speed: 237km/h,
hovering ceiling, OGE: 3170m,
|Michael Nolen, e-mail, 23.01.2021||reply|
I wrote the operator training development for this project from and validated the -10 and all maint manuals when I was at TRADOC at Ft Devens 86-89 Actually flew on the YEH model.
|Mike White, e-mail, 02.02.2018||reply|
Great write ups on the EH60. I was very fortunate to be assigned Project Manager for the support role of this program back in 1997 after the closure of VHFS. When the aircraft was rejected from the Prophet Program it was sad day for me as a manager. I was tasked by DA to work with AVSCOM to strip all the fielded EH60's of their mission equipment and turn all the aircraft over to Ft. Rucker to become aircraft trainers, with exception of the one sent to NASA. These aircraft had the lowest air frame time in the Army inventory. I was honored to have flown on and supported this program and appreciated all the aircrews I meet. I also worked as the support manager with development of the AQF program and could not believe it would be scrapped.
|Dr. Stephen Spies, e-mail, 06.06.2017||reply|
I flew the EH-60A with the TN ARNG. Started Flying EW Aircraft w /the TNARNG in EH-1 HacJam System & the upgrade to the EH-60A airframe, & the QF system was necessary to make RW /EW Aircraft practical as the EH-1 airframe could not really support any real missions. While the the upgrade to the EH-60L airframe w /extended range, or in the EW series of aircraft extended "On-Station" time. In the end, however, I believe that the mission requirements, and added versitity, would have been better served if the Army had more forsight it would have gone with a CH-47C airframe, as with the additional space & electrical capacity to accommodate additional operator stations, & would still be more versitile (& more functional within the CH-47D airframe although the EH-60L does address the endurance questions that were present in the EH-60A, which should have been equipped with the drop tanks. With experience in both Aviation, & Military Intelligence, I have to say that perhaps initially there was some hesitation within the Intelligence Com$unity to bring on a RW-based platform, especially one based upon a widely distributed RW airframe, that would end up with the "collection asset" being operated at the "Tactical Commander's level. Their hesitancy was eventually justified when some field commanders unable to resist converting at least one of these air conditioned airframes into VIP use, not understanding that there was a specific reason why the EH-60's were deployed in a four (4) airframe unit. Add to those issues were the constraints that perhaps only became obvious after the airframes were fielded, that being the lack of the specialized experience and training that limited its efficacy when mission planning was done by an S-3 /G-3 shop under the direction of a non-Military Intelligce Branch officer, & flown by aviators who also lacked Intelligence Community experience. The "turf-battles" & lack of the institutional support at the deployment level demonstrated that assests such as these should be assigned to Military Intelligence Units and co-located with the RC-12 FW aircraft, & flow by aviators who had operational experience in flying collection assets.
|Rick Finch, e-mail, 30.03.2017||reply|
I photographed a Blackhawk at Gulf Shores Al a few weeks ago with this tail number on it: 0-24472, and a big white 72L painted on the fuselage. From a novice, how can I tell what model it is?
|Frank Tupper, e-mail, 13.01.2017||reply|
I flew the EH-60 from '89-'96. Good mission, great aircraft. Especially loved the air conditioning that no other Hawks had! Camp Mobile, Korea / Ft. Ord C 3 /123, Ft. Wainright (C 4 /123?), and Fort Drum. Great crew members!!
|Juan Saucedo, e-mail, 06.01.2017||reply|
Hey Mike. I think the tail number of the bird you crewed was 87-24668. The tail number you listed might have been our VIP bird. The other two EH birds were 86-23573 and 87-24669. I am currently working with 87-24657 here at Moffett Field. It has been repurposed as strictly a research bird here at NASA.
C /3 /123 Avn Rgt Jan89-Feb92
|JD Whitaker, e-mail, 15.07.2016||reply|
Was part of the integration and test team on both QuickFix aircraft. Allen Edwards and I flew hundreds of calibration fights out of Moffett Field. Our transmitter site was call sign Rathole. We set down at Fresno ANG for data reduction.
|Mike Delta Brown, e-mail, 07.05.2016||reply|
Correction to Robert Caprara's designation. Quick Fix II was the UH-60A EW package. Original Quick Fix was the Huey install. C /3 /123 Avn. Regt. 1988-1990. Crew Chief of S /N 23246, as I recall.
|Ronald, e-mail, 29.06.2015||reply|
Quick Fix I, or just Quick fix, Ft Hood, 72-74. We had two Hueys, one with drop-down df antenna, and one with a long jammer antenna.
|terry omahoney, e-mail, 13.05.2015||reply|
I worked at the Depot in Fresno. I flew most of the EH-60A's and EH-1H /X's. I've got a pretty crazy picture of 301 with what has to be one of the first hand laid HIRSS... tried to swipe this aircraft for the Depot at we had some weird ones... didn't get it. Wonder where it is today.
|Albert L. Tomimbang, e-mail, 28.12.2012||reply|
it is a superb helicopter most utylized as ive seen in the blackhawk down movie 1 of usefull design of aircraft , i wish our country have those 1 day for our army,though we already have one in our airforce rescue unit..thanks to Mr. Sikorsky and to U.S. builders.. More power to all of you
|Robert Caprara, e-mail, 30.09.2011||reply|
The bottom photo on the EH-60A page is in fact an EH-60L from a program to replace the EH-60A. I was assigned as a test pilot for this aircraft from July 1998 - January 2000.
The A Model is the Quick Fix and the L Model is the Quick Fix II. It was designed to work with the "prophet" intel system.
|Koko, e-mail, 19.06.2007||reply|
Do you have any comments ?
Virtual Aircraft Museum
All the World's Rotorcraft