For a surface combatant operating in the Arabian Gulf, the familiar sight of a UH-3H Sea King inbound to drop off passengers, mail, and cargo (PMC) is certainly welcomed. Operated by the "Desert Ducks" of Helicopter Combat Support Squadron Two's (HC-2) Detachment Two, these aircraft are vital to surface combatant readiness. As the helicopter concept of operations plan develops in the coming years, the Sea King will be replaced by the MH-60S Knighthawk, thereby forcing changes in the conduct of the primary PMC support mission. Planners will have to review the Arabian Gulf PMC support model and educate supported units in the new aircraft's capabilities and the challenges that lie ahead.
Current Support Model
From its operating base on the island nation of Bahrain in the central Arabian Gulf, Detachment Two can support ships operating in the far reaches of the northern Arabian Gulf and those on the northern edge of the southern Arabian Gulf. They represent one of many tools available to Commander, Logistics Forces, U.S. Naval Forces Central Command, to provide PMC support to ships in the Gulf. Normally operating three aircraft, the Desert Ducks plan their missions based on the support to be delivered and the distance to the supported ships.
With the UH-3H's excellent range and internal capacity, flight legs of more than 200 nautical miles (nm) over water are routine. Always maintaining fuel for a minimum of ten minutes of loiter (in addition to a divert to Kuwait International Airport or Bahrain International Airport), they refuel on their first customer ship and continue to successive ships off-loading PMC and loading retrograde cargo and passengers. The superior capabilities of the UH-3H allow the Desert Ducks to hit ships on station with minimal disruption to the ships' schedules.
Current Versus Future Capabilities
According to the Naval Helicopter Transition Team's concept of operations (November 2002) timeline, the Detachment Two mission will be transferred to HC-6 in October 2006. The current plan has the Desert Ducks evolving into a permanent four-aircraft MH-60S detachment. With the arrival of the Knighthawks, future Desert Duck pilots will be flying a new aircraft with better reliability, improved parts availability (because of greater airframe commonality within the helicopter community), and enhanced avionics and communications capabilities, including satellite communications and a glass cockpit. In fiscal years 2006 and 2007, they will receive organic airborne mine countermeasures and armed helicopter capabilities.
In addition, future Desert Duck pilots will enjoy greater performance from the MH-60S Knighthawk than from the venerable UH-3H Sea King. With a maximum speed of 180 knots, the MH-60S leaves the UH-3H and its maximum speed of 120 knots in the dust. The Sea King often takes off from the runway at Bahrain International at maximum gross weight to maximize its fuel and PMC load. If faced with the same scenario, the MH-60S will do it with more power. For example, under typical Arabian Gulf conditions, the UH-3H cannot obtain safe single-engine air speed at maximum gross weight; the MH-60S does so at 58 knots. Under the same conditions, the UH-3H has a maximum ship landing weight of 18,200 pounds (lbs); the MH-60S could land at 21,400 lbs (115°F, density altitude of 3,500 feet {ft}, and no wind).
Despite these considerable advantages in performance, the Knighthawk does not match the Sea King's fuel load and internal cargo capacity. While the Knighthawk eventually will be certified to land on the same classes of ships as the Sea King, it will not be able to go nearly as far without a major loss of PMC capacity. Current standard operating procedures limit UH-3H overwater transits in the Gulf to 350 nm operating from shore to ship to divert air fields. A MH-60S transit with maximum internal fuel would provide a 76-nm operating radius (2,400 lbs of fuel with 600-lbs reserve included).
In the case of one internal auxiliary tank, current practices permit a 125-nm operating radius (same conditions as the 76-nm radius). With two auxiliary internal tanks and a total of 5,000 lbs of fuel on board, the MH-60S can go 375 nm one way and match the Sea King's range. Internal auxiliary fuel tanks have not been issued to MH-60S units, but should be available in 2007. According to the Knighthawk program office (PMA-299), although each cell provides an additional 1,319 lbs of fuel—or about an hour of flight time—it does so at a cost of 1,716 lbs and 45.3 cubic ft of potential cargo volume (or four passenger seats) for each fuel cell installed.
While the MH-60S has an advantage in internal cabin weight capacities because of its greater power, the volume of cargo that it can carry is significantly less than that of the UH-3H—despite the MH-60S's ability to carry two standard Navy pallets on its cargo roller decking. Based on rough measurements and without passenger seats installed, there is about 328 cubic ft available for mail, cargo, survival, and search-and-rescue (SAR) equipment, as compared to the Sea King's 926 cubic ft. With two internal fuel tanks, the Knighthawk loses 27% of its internal volume and can carry only 4 passengers. The Knighthawk's maximum passenger capacity of 12 (without internal auxiliary tanks) is greater than the Sea King's normal passenger configuration of 9. But in this configuration, there may not be enough space remaining to stow passenger luggage or gear. And passenger seats have no stowage capability.
The MH-60S will not be able to duplicate the operating ranges of the UH-3H without giving up a large percentage of its limited cargo capacity for additional internal fuel tanks. Consequently, it will not be able to efficiently service ships operating in the northern Arabian Gulf. Without internal auxiliary fuel tanks, it has about 35% of the internal volume of the UH-3H. Thus, the MH-60S will have to generate many more sorties to get the same mission accomplished.
Future Alternatives
The MH-60S is here to stay. It replaced the CH-46D in two helicopter combat support squadrons to perform vertical replenishment, battle group PMC support, and amphibious SAR missions. Two more squadrons will make the transition soon. Beginning in fiscal year 2007, the MH-60S is scheduled to take over the Desert Duck mission. Given the foregoing comparisons, however, the detachment will not be able to efficiently service ships operating on station, and the current PMC support model must be revisited. A combination of the following alternatives could form the basis for a new model in the Arabian Gulf:
- Disestablish Detachment Two and eliminate the current PMC support model; reassign one MH-60S to the Commander, Fifth Fleet, for executive transport. Commands would be resupplied by combat logistics force ships that would have to spend more time in port or sail within range of Bahrain to use their embarked helicopters to keep the PMC flow moving. It is unlikely supported commands will be satisfied with the longer cycle times for replacing personnel, key technical representatives, and time-sensitive parts. In 2002, the Desert Ducks flew 1,928 hours to deliver 3,727 passengers, 316 tons of cargo, and 266 tons of mail. Taken alone, this alternative amounts to a step backward.
- Provide leapfrog decks for the Knighthawks. If launched from Bahrain on a mission to the northern Arabian Gulf, aviation-capable ships could be used by the MH-60Ss as fueling stations. For example, an MH-60S with no internal auxiliary fuel tanks trying to reach a ship 230 nm north would require two additional fueling decks to stay within required limits for over-water transit. Although this is a logical alternative, its costs and possible risks are fairly high. Moreover, it requires dedicated support and involves cumbersome scheduling.
- Employ vertical replenishment and carrier on-board delivery (COD) aircraft in combination with the MH-60S squadron embarked on the carrier. Helicopter Mine Countermeasure (HM) Squadron 14 maintains a detachment of MH-53E Sea Dragons in Bahrain. In addition to providing airborne mine countermeasure capabilities, they are tasked to furnish vertical replenishment to the carrier and amphibious forces. The COD detachments also are tasked similarly. The PMC destined for surface combatants could be moved by MH-53E to carriers, supply ships, or oilers, which are certified to accept the Sea Dragon. Regular COD flights could supplement deliveries to the carrier by MH-53Es; PMC could then be redistributed to ships by embarked MH-60S squadrons or detachments. Drawbacks to this alternative include the possibility that the supplying ships may not be within MH-60S range of supported ships—or there might not be a carrier or amphibious group in the Gulf at all. Also, it adds requirements to an already busy carrier flight deck and to the embarked carrier MH-60S squadron. Finally, supported ships would still see an increase in cycle times for PMC as a result of the need to get within range for transfer by air or surface connected replenishment.
- Customer ships move closer to Bahrain for resupply. By establishing rendezvous points inside the Knighthawk's operating range, they could be resupplied by air in a more efficient manner. To optimize this arrangement, ships could be made to get within 30 nm of Bahrain. With a 15-minute transit, multiple Knighthawks could cycle to waiting decks. Some detachment aircraft would be configured to maximize transport of cargo and mail; others would be configured to maximize passenger transport. The greatest cost of this alternative is to the supported ships and their mission accomplishment. If not already within range of Bahrain, they would have to come off station to be reached. Ultimately, this alternative will require more ships to maintain the same on-station presence.
- In view of the Knighthawk's operating range, a detachment could be established in Kuwait. By operating from a coastal airfield, they could service the fleet more efficiently. This alternative would require further investment in logistics infrastructure at the selected field.
Conclusions
Introduction of the MH-60S brings new capabilities and enhancements—and new challenges. Many of these issues affect all battle groups and amphibious forces because the Knighthawk also is scheduled to replace the CH-46D in its PMC support role and the HH-60H in its SAR and special operations support missions.
Customers should be aware of the capabilities of the fleet's newest support aircraft and adjust their expectations accordingly. All must realize that, if an effective PMC support model is going to evolve for the Arabian Gulf, planners must study the alternatives now.
Lieutenant Commander Mifsud is the executive officer of HC-3 at Naval Air Station North Island, California.