HX-21 MH-60 R/S Test Team Update

HX-21 MH-60R/S Test Team Update to the Fleet

By LCDR Ben “3D” Putbrese, USN, MH-60R/S Test Pilot, HX-21, NAS Patuxent River, MD.

2023 has already been quite a busy year for the MH-60R and MH-60S Test Pilots at HX-21. Operating out of our riverside hangar less than 200 yards from where the scenic Patuxent River flows into the Chesapeake Bay, we’ve been relentless in the active development and ongoing evaluation of a massive range of new systems and software soon to be provided to the Fleet. We know that Naval Air Station Patuxent River can often appear as a black hole to H-60 operators out on the frontlines, so we’d like to take this opportunity to provide an update on some of the major projects currently in work at HX and some of the improvements you can expect to see in your aircraft soon.

System Configuration 20

SC20 is out the door and on its way to Fleet squadrons as we speak. It is intended to answer several Software Trouble Reports (STR) submitted by Fleet operators, with the overall intent of making flying the MH-60 Seahawk safer, and increasing the lethality of the platform by reducing operator workload and minimizing the chance that errors are made throughout the entire detect-to-engage sequence. Much of these changes are due to the major increase in processing power provided by our new Intel Mission Computers, which bring our software up to a modern coding language and will allow for further capability enhancements. Some of the largest changes and additions in SC20 include:

• Addition of a BARALT Decision Height (DH) Tone and Indication, as a backup to the RADALT Decision Height, for added safety during navigational flight

• Ability to link multiple flight plans, for ease of navigation

• Introduction of the Degraded Visual Environment (DVE) Landing Mode, which will automatically transition the Horizontal Situation Indicator (HSI) to Hover Mode as the aircraft decelerates to a hover. In addition, a higher resolution Vertical Speed Indicator (VSI) will be added immediately to the right of the Hover Mode display

• Introduction of a Recommended Ground Speed (RGS) Annunciation to aid the operator in meeting a specified Time on Target (TOT)

• Additional option for the operator to manually enter wind speed and direction

• Introduction of the Live Fuel Plan Window, which provides the operator with an alert when a Bingo fuel state has been reached

• Addition of an Attack Fly-To Point (FTP), to aid the operator in arrival at a desired weapons release point

• ARC-210 Multifunction Radio (MFR) Scan Mode, which will allow the operator to scan up to 4 frequencies and dwell on the one actively receiving transmissions

• Radio Transmit/Receive Indicator, which highlights which communications channel is actively receiving transmissions (trust us when we say that this simple but effective indicator is every test pilot’s favorite addition!)

• Finally, the changes that are exclusive to the MH-60R include updated dipping airplans, additional radar pre-mission controls and presets, an increase in the number of Emitters of Interest (EOIs), and additional advisories to increase operator situational awareness of Sonar Cable Angle Hover Status

System Configuration 24

The whole of 2023 will be marked by intensive test of SC24, which is planned to include multiple new capabilities and promises to be one of the most impactful software improvements across the entire Seahawk service life. While much work still needs to be done, and there are many factors which will ultimately determine the final content of the build, planned additions in this software package include:

• Controls and displays for incorporation of the Digital Magnetic Anomaly Detection (DMAD) Subsystem in the MH-60R.

• Incorporation of updated Link 16 terminals with increased data rate and new capabilities

• Advanced communications channels and tactical data links

• An updated Terrain Avoidance Warning System (TAWS II), which will supplement the Ground Proximity Warning System (GPWS) for increased safety during terrain flight. TAWS II uses DTED to predict if the aircraft flight path will impact terrain, a vertical obstacle database to give warning calls for towers and power lines, and ship flight deck detection and other cues to help protect crews from visual illusions around the boat

• Free-draw polygons, which can also be linked to Radar Land Map Repair (LMAP) and tracker/inhibit boxes

• Enhancements and fixes for MH-60R Electronic Support Measures (ESM) capabilities

• Various other Operator System Interface (OSI) updates and fixes to address the STRs submitted by Fleet operators

Minotaur

Another upcoming development for the MH-60R is the Minotaur System, which is a multi-platform sensor data correlation and command/control network. This is in response to a high-priority requirement to better integrate the MH-60R with national strategic assets and coordinate high-level decision making for strike groups and other DoD units. Minotaur began as a U.S. Coast Guard effort to better integrate all airborne and surface assets for the maritime patrol and interdiction mission, and is now being expanded to many other sensor platforms across all forces. The system will correlate Radar/ISAR, ESM, AIS, IFF, and FLIR imagery (and in the future, acoustic sensor returns), and allow this information to be shared amongst all Minotaur users. The Minotaur Kit is currently a Roll On/Roll Off system with a single laptop that connects to the worldwide Minotaur network via existing data pathways. In addition to downlinking the Romeo’s information to the network, the laptop will also provide the crew with enhanced situational awareness and the ability to view current and historical information and imagery shared by all other Minotaur users. The rapid incorporation of Minotaur into the MH-60R is just one example of HX-21 dynamically on-loading and developing a new capability in response to Strike Group priorities.

Fleet Contributions to Test

While we can do a great deal of test and evaluation at Pax River, there are often requirements to gather data and assess new capabilities against live targets, just as these systems will be used operationally, in addition to conducting shipboard test at the locations where the vessels are physically located. To do this, HX-21 often reaches out to Fleet squadrons and modifies aircraft with new systems and capabilities when opportunities to work with exercise partners and other assets become available. Fleet support is especially critical when it comes to Dynamic Interface (DI) ship-air test trials, during which the safe launch and recovery envelopes as well as safe operating parameters for other shipboard evolutions are evaluated and defined. The entire Seahawk Test Team would like to thank the following squadrons for their massive contributions to enhanced MH-60R and MH-60S capabilities, as well as support during DI test trials, that will provide long-lasting impacts to the entire Fleet:

• HSM-35 supported First in Class DI ship-air test trials for the DDG-1000 Zumwalt class destroyer.

• HSC-14 supported DI ship-air test trials for the USNS John Lewis (TAO 205), a new class of replenishment oiler ships, in October 2022.

• HSM-40 and HSM-37 both supported data collection for enhanced capabilities of the APS-153(V)1 MultiMode Radar (MMR) in June 2022 and November 2022, respectively.

• HSC-6 supported DI trials for the USNS Mercy hospital ship in May 2021.

• HSM-71 supported combined test and evaluation of the APS-153(V)1 and DMAD Subsystems against a live target in July 2023—perhaps one of the most impactful and valuable detachments in many years!

Thank you to all for providing your aircraft and supporting the test and evaluation of future capabilities for the entire Seahawk Fleet!

Software Trouble Reports

While the MH-60R/S Test Pilots at HX-21 do our best to identify and correct deficiencies in the helicopter, many fixes are the direct result of Fleet-submitted Software Trouble Reports (STRs). These reports are similar in nature to Airworthiness Requests for Changes to NATOPS or NATIP products, and are regularly reviewed at NAVAIR to inform funding and development decisions. A good STR involves a detailed description of the software or aircraft deficiency, and even more important, a solid assessment of mission impact and the way in which the deficiency prevents or hinders the operator from completing steps of the kill chain. STRs are assigned a Readiness Attribute, which categorizes how the problem detrimentally affects the software’s contribution to mission success (these categories are Flight Safety, Own Survivability, Other Survivability, Operational Availability, and Operational Effectiveness).

When submitting an STR, here are the important items to note:

• STR title should be clear and concise. If another operator isn’t sure what the issue is from the title, then it is likely poorly written.

• The STR Description should answer the following questions:

1. What was the operator doing or trying to do when the deficiency was discovered?

2. Was it a consistent, repeatable problem? Can you identify the conditions which caused the problem?

3. Which SysConfig the aircraft was in (very important)?

• Mission Impact Statement: This is typically the most important section of the STR. This should clearly describe how the software deficiency impacted the operator’s ability to complete the mission, and should be stated in terms of what the software did or didn’t do, or what it will do if not corrected.

1. Example of what the software did: 35% of shipboard launches were delayed at least 15 minutes due to the excessive time to troubleshoot the constant false alarm fault lights of a system.

2. Example of what the software will do: The confusing operator interface will result in the wrong target being selected on nearly every engagement, resulting in a high probability of a miss or a fratricide.

STRs can be submitted electronically via e-mail to Geoff “Pappy” Schwenk, the PMA299 Software Support Activity Technician, and he can also be reached via phone at (301) 757-5477. If you’d like to receive an STR submission form, if you’re unsure if your issue has already been submitted, or if you have any other questions, feel free to reach out to Pappy (the “STR Guy”) at any time.

Bottom line: When Fleet operators submit STRs, the people who control money and resources do listen, so submit many and submit often!