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SH-2 Seasprite
	SH-2F Seasprite of the US Navy
Role	Anti-submarine warfare helicopter
Manufacturer	Kaman Aircraft Corporation
First flight	2 July 1959 (HU2K-1)
Introduction	December 1962
Primary users	United States Navy; Royal New Zealand Air Force

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The Kaman SH-2 Seasprite is a ship-based helicopter, originally developed in the late 1950s as a fast utility helicopter for the United States Navy. In the 1970s, anti-submarine, anti-surface threat capabilities were added to the aircraft, including over-the-horizon targeting, resulting in modifying most existing UH-2 models to the SH-2 Seasprite.

An final, improved variant, the Kaman SH-2G Super Seasprite, was originally developed for the United States Navy in 1980s. The Seasprite served with the U.S. Navy from the 1960s until the last SH-2G helicopters were retired in 2001. It has been exported to several international customers, including New Zealand, Egypt, and Poland. A lengthy, controversial procurement programme by Australia was eventually cancelled in 2008.

Design and development

Origins

In 1956, the US Navy launched a competition to meet its requirement for a compact, all-weather multipurpose naval helicopter.^[1]^[2] Kaman's K-20 model was selected as the winner.^[3]^[4] Kaman was awarded a contract for four prototype and 12 production HU2K-1 helicopters in late 1957.^[1] Kaman's design was for a conventional helicopter powered by a single General Electric T58-8F turboshaft engine, driving a 44-foot four-bladed main rotor and a four-bladed tail rotor.^[3]^[2]

In 1960, the Royal Canadian Navy (RCN) announced that the HU2K was the frontrunner for a large anti-submarine warfare contract; the Canadian Treasury Board had approved an initial procurement of 12 units for $14.5 million.^[5] Abruptly, Kaman raised the estimated price to $23 million, and there was concern that the helicopter's performance projections were overly-optimistic. The Naval Board decided to wait until after the USN had conducted sea trials before approving the purchase.^[6] These trials revealed the HU2K to be substantially heavier, underpowered, and incapable of meeting the RCN's requirements. Thus, in late 1961, the RCN chose the Sikorsky Sea King instead.^[7]

With no follow-on orders, Kaman ended production in the late 1960s after delivering 184 SH-2s to the US Navy; although production would be later restarted in 1971 to manufacture an improved variant of the helicopter, the SH-2F.^[8] A significant factor in the reopening of the production line was that the Navy's Sikorsky SH-60 Sea Hawk, which was newer and more capable in anti-submarine operations, was too large to be operated from the small flight decks of older frigates.^[9]

Further development

Upon enactment of the 1962 United States Tri-Service aircraft designation system, the HU2K-1 was redesignated UH-2A and the HU2K-1U was redesignated UH-2B. In service, the UH-2 Seasprite would see several modifications and improvements, such as the addition of fixtures for mounting external stores. Beginning in 1968, the Navy's remaining UH-2s were extensively remanufactured, their single engines being replaced by a twin-engine arrangement.^[10]

The UH-2 was selected to be the airframe for the interim Light Airborne Multi-Purpose System (LAMPS) helicopter in October 1970.^[10] LAMPS evolved in the late 1960s from an urgent requirement to develop a manned helicopter that would support a non-aviation ship and serve as its tactical Anti-Submarine Warfare arm. Known as LAMPS Mark I, the advanced sensors, processors, and display capabilities aboard the helicopter enabled ships to extend their situational awareness beyond the line-of-sight limitations that hamper shipboard radars and the short distances for acoustic detection and prosecution of underwater threats associated with hull-mounted sonars. H-2s reconfigured for the LAMPS mission were redesignated SH-2D.^[10] On 16 March 1971, the first SH-2D LAMPS prototype first flew.^[11]

The full LAMPS I system was equipped on the SH-2F. The SH-2F was delivered to the Navy beginning in 1973. This variant had upgraded engines, longer life rotor, and higher take-off weight. In 1981, the Navy ordered 60 production SH-2Fs. Beginning in 1987, 16 SH-2Fs were upgraded with chin mounted Forward Looking Infrared Sensors (FLIR), Chaff (AIRBOC)/Flares, dual rear mounted IR scramblers, and Missile/Mine detecting equipment.^[12] Eventually, all but two H-2s in the Navy's inventory were remanufactured into the SH-2F configuration.

In 1985, the SH-2G program was initiated; the US Navy wanted improved anti-submarine capabilities and felt upgrading existing helicopters would be a cost-effective approach. On 2 April 1985, the prototype YSH-2G, a modified SH-2F fitted with two more powerful General Electric T700-GE-401/401C engines, first flew.^[12] The US Navy's final production order of the SH-2F was in Fiscal Year 1986 with the last six orders switched to the SH-2G variant.^[12] The SH-2G has a reinforced upper fuselage to support the new, heavier engines;^[12] the cockpit features multifunctional displays and multiple new avionics systems.^[13] In December 1996, the Navy began receiving Kaman's Magic Lantern laser mine detection system, enabling Airborne Mine Counter Measures (AMCM) operations.^[14]

Operational history

United States

The UH-2 began entering operational service in 1962.^[3] The Navy soon found the helicopter's capabilities to be restricted by its single engine, and ordered Kaman to retrofit all of its Seasprites with a twin-engine arrangement instead; with two engines the Seasprite was capable of reaching an airspeed of 130 knots and operating at a range of up to 411 nautical miles.^[2] The Navy would operate a total fleet of nearly 200 Seasprites for various duties, such as anti-submarine warfare (ASW), search and rescue (SAR) and transportation.^[2] Typically, several UH-2s would be deployed upon an aircraft carrier to perform plane guard and SAR missions.^[10]

The UH-2 was introduced in time to see action in the Tonkin Gulf incident in August 1964; the Seasprite's principle contribution to what would become the Vietnam War was the retrieval of downed aircrews, both from the sea and from inside enemy territory, and was increasingly relied upon in this mission as the war intensified, such as during Operation Rolling Thunder in 1965.^[15] In October 1966 alone, out of 269 downed pilots, helicopter-based SAR teams were able to recover 103 men.^[16]

In the 1970s, the conversion of UH-2s to the SH-2 anti-submarine configuration provided the US Navy with its first ASW helicopter capable of operating from vessels other than its aircraft carriers. The small size of the SH-2 allowed it to be operated from flight decks that were too small for most helicopters, this being a factor in the Navy's decision to acquire the improved SH-2F in the early 1980s.^[17]

SH-2Fs were utilized to enforce and support Operation Earnest Will in July 1987, Operation Praying Mantis in April 1988, and Operation Desert Storm during January 1991 in the Persian Gulf region.^[18] The countermeasures and additional equipment on the SH-2F allowed it to conduct combat support and surface warfare missions in these hostile environments, which had an often-minimal threat from submarines. The SH-2F was retired from active service in October 1993, at roughly the same time that the Navy retired the last of its Vietnam-era Knox Class Frigates that were unable accommodate the larger SH-60 Sea Hawk.

In 1991, the US Navy began to receive deliveries of the new SH-2G Super Seasprite; a total of 18 converted SH-2Fs and 6 new-built SH-2Gs were produced.^[19] These were assigned to Naval Reserve squadrons, the SH-2G entered service with HSL-84 in 1993.^[14] The SH-2 served in some 600 deployments and flew 1.5 million flight hours before the last of the type were finally retired in mid-2001.^[14]^[20]

Australia

In the 1990s, the Royal Australian Navy (RAN) decided it needed an intermediate helicopter to operate from the ANZAC class frigates and the planned Offshore Patrol Vessel (OPV); a proposed cooperative project with neighbouring Malaysia, however, due to its size, the OPV could only operate a small helicopter. In 1997, the Australian Government signed a A$667 million contract with Kaman to purchase 11 upgraded Super Seasprites.^[21] By 2005, up to 40 deficiencies in the helicopter had been identified, including the inability to operate in bad weather and low-light conditions, and its failure to meet Australian airworthiness standards.^[22] The helicopters were initially restricted to transport duties during good weather before being grounded in May 2006.^[22]^[23] By early 2007, 10 Super Seasprites had been delivered to 805 Squadron.^[21]^[22]

In February 2007, The Australian announced that the Seasprite project was "almost certain to be scrapped".^[21] At this point, the project was six years over schedule and its cost had grown to A$1.1 billion, with an additional A$45 million forecast as required for further upgrades.^[21] If approved the squadron still not reach operational status until 2010.^[21] The sale or scrapping of the fleet was under consideration, possible replacements included the NHIndustries NH90 or further orders of S-70 Seahawks.^[21] On 25 May 2007, The Age reported the government would continue to support the Seasprite; Defence Minister Brendan Nelson commented that progress on the project was being closely monitored.^[24]

Following the election of the new Labor government, The Australian reported on 31 January 2008 that the SH-2G(A) program was likely to be canceled due to cost overruns; additionally it was still not operational despite the original contract being signed in 1997. The same article also noted that Sikorsky had submitted an offer of several 'off the shelf' helicopters to replace Australia's SH-2G(A)s.^[25] On 5 March 2008, the project was canceled by the government; Kaman noted the project's end "on mutually agreed terms".^[26]^[27]^[28] Opposition parties also supported the decision to cancel.^[29] The remaining aircraft were returned to Kaman.^[30]

New Zealand

The Royal New Zealand Navy (RNZN) replaced its Westland Wasps with two interim SH-2F Seasprites (ex-US Navy), operated and maintained by a mix of Navy and Air Force personnel known as No. 3 Squadron RNZAF Naval Support Flight, to operate with ANZAC class frigates until the fleet of five new SH-2G Super Seasprites were delivered. The Navy air element was transferred to No. 6 Squadron RNZAF at RNZAF Base Auckland in Whenuapai in October 2005. RNZN Seasprites have seen service in East Timor. Six additional SH-2Fs were purchased and stationed at the RNZAF Ground Training Wing (GTW) at Woodbourne near Blenheim for training purposes.

New Zealand purchased five SH-2Gs at the same time as Australia. However, New Zealand opted for new-build airframes that were outfitted with different avionics. The SH-2G purchase was completed at NZ$12 million under the $338 million budgeted (excluding GST). The first RNZN SH-2G was delivered in mid-2001, and the last was delivered February 2003. The Royal New Zealand Navy (RNZN) operates the type from its two Anzac class frigates, two Protector class offshore patrol vessels, and HMNZS Canterbury Multi Role vessel. They were initially operated by the Naval Support Flight of No. 3 Squadron RNZAF, but now from No. 6 Squadron RNZAF.

In May 2012, Defence Minister Jonathan Coleman announced that Cabinet had given Defence officials approval to negotiate with Kaman Corporation for the 11 helicopters and flight simulator from the cancelled Australian SH-2G Super Seasprite project. It is thought the 11 helicopters, worth NZ$1.4 billion in 2008, would cost New Zealand between NZ$130 million to NZ$230 million.^[31]

Others

In 1995, Egypt signed a contract for 10 SH-2Gs for use by the Egyptian Navy. These helicopters had been equipped for anti-submarine duties and to be deployed on the Navy's ships as required; the procurement included dipping sonars, search radars, and an electronic support suite. They are often operated alongside Egypt's fleet of Westland Sea Kings.^[32]

The Polish Navy operates four of these aircraft, which were included in the purchase of two Perry class frigates from the United States Navy. The frigates are now operating as ORP Generał Tadeusz Kościuszko and ORP Generał Kazimierz Pułaski. In 2007 they were modified to carry one MU90 Impact torpedo and a 7.62 mm PK machine gun on pivot mounting.^[33]

Variants

YHU2K-1: Four test and evaluation prototypes powered by a 875-shp General Electric T58-GE-6 turboshaft engine. Later redesignated YUH-2A in 1962.^[1]
HU2K-1: Utility transport helicopter, powered by a 1,250-shp (932-kW) General Electric T58-GE-8B turboshaft engine. Initial production version. Later redesignated UH-2A in 1962. 88 built.^[1]
UH-2B: Utility transport helicopter, same as UH-2A without IFR instruments, although these were later added without a subsequent change to the designation, 102 built.
H-2 "Tomahawk": A gunship version based on UH-2A. One prototype was built and tested for the U.S. Army in 1963. The Army selected it in November 1963, but the planned order for 220 H-2s was forsaken for additional UH-1 orders.^[34]
UH-2C: UH-2A and UH-2B helicopters fitted with two General Electric T58-GE-8B turboshaft engines.^[1] One former UH-2A acted as a prototype and was followed by 40 conversions from UH-2A and UH-2B.
NUH-2C: One test and evaluation helicopter. One UH-2C helicopter was modified with stub-wings and pylons for weapons trials, missiles fitted included the AIM-9 Sidewinder and AIM-7 Sparrow III air-to-air missiles.^[1]
NUH-2D: Redesignation of the NUH-1C test and evaluation helicopter.^[1]
HH-2C: Search and rescue helicopter, armed with a single Minigun in a chin-mounted turret and two waist mounted 7.62mm machine guns, six conversions.^[1]
HH-2D: Search and rescue helicopter, without any armament or armor but fitted with T58-GE-8F engines and four-bladed tail rotor, 67 conversions from UH-2A and UH-2Bs.^[1]
SH-2D: Anti-submarine warfare helicopter, 20 conversions from earlier models.^[1]
YSH-2E: Two test and evaluation helicopters, fitted with an advanced radar and LAMPS equipment.^[1]
SH-2F: Anti-submarine warfare helicopter, powered by two 1,350 shp (1,007 kW) General Electric T58-GE-8F turboshaft engines. Improved version. Conversions from SH-2Ds and earlier models.
YSH-2G: 1 SH-2G prototype converted from an SH-2F.
SH-2G Super Seasprite: Anti-submarine warfare helicopter, powered by two 1,723-shp (1,285-kW) General Electric T700-GE-401 turboshaft engines.
SH-2G(A): Export version for Australia; signficant changes include the adoption of a two-man glass cockpit.^[35]
SH-2(E): Export version for Egypt.
SH-2G(M): Proposed export version for Malaysia.
SH-2G(NZ): Export version for New Zealand.
SH-2G(I): Redesignated SH-2G(A) offered to the other International customers.^[36]

Operators

Egypt

Egyptian Navy has 12 SH-2G(E)s (first delivered 1997) in use as of January 2010.^[37]
- Operated by the Egyptian Air Force's 545th Tactical Helicopter Wing (37th Squardron)

New Zealand

Royal New Zealand Air Force (2003–present)^[38] has 5 SH-2Gs in operation.^[37]
- No. 6 Squadron RNZAF

Poland

Polish Navy has 4 SH-2Gs in service.^[37]
- 28 Air Escadrille in Gdynia

United States

United States Navy (SH-2F retired in 1993)

Aircraft on display

The only remaining U.S. Navy HH-2D, bureau number 149031 / callsign "Copyright 14", is currently on display outside at the American Helicopter Museum & Education Center in West Chester, Pennsylvania.^[39]
An SH-2F is on display at the USS Alabama (BB-60) Battleship Memorial Park in Mobile, Alabama. The helicopter bears the markings of squadron HSL-31. It is supposed to be the first SH-2F delivered to the Navy in 1973.
An SH-2F, bureau number unknown, is on outside display at the National Museum of Naval Aviation on board Naval Air Station Pensacola, Florida.^[40]
An SH-2F is on outside display at the intersection of Tow Way Road and Quentin Roosevelt Blvd aboard Naval Air Station North Island, Coronado, California.^[41]
An SH-2F is preserved in the Royal New Zealand Air Force Museum.^[42]
SH-2F, bureau number 151321 is currently on display at the Evergreen Aviation & Space Museum in McMinnville, Oregon.
SH-2F, bureau number 149021 is currently on display onboard the USS Hornet Museum at Alameda Point, California.^[43]
SH-2G, bureau number 162576 is currently on display at the Wings of Freedom Aviation Museum, NASJRB Willow Grove, Pa.^[44]
SH-2F, bureau number 161905 is currently on display at the New England Air Museum, located at Bradley International Airport in Windsor Locks, Connecticut. ^[45]
SH-2G, bureau number 162576 is currently on display at the Wings of Freedom Museum, NASJRB Willow Grove, Pa.^[46]

Specifications

UH-2A

Data from Carrier Aviation Air Power Directory^[47]

General characteristics

Length: 52 ft 2 in (15.90 m)
Wingspan: 44 ft 0 in (13.41 m)
Height: 13 ft 6 in (4.11 m)
Wing area: 1,520.53 sq ft (141.26 m²)
Empty weight: 6,100 lb (2,127 kg)
Max takeoff weight: 10,200 lb (4,627 kg)Rotor systems: 4 blades on main rotor and 3 on tail rotor
Powerplant: 1 × General Electric T58-GE-8B turboshaft, 1,525 shp (1,137 kW)

Performance

Maximum speed: 162 mph (261 km/h, 141 kn)
Cruise speed: 138 mph (222 km/h, 120 kn)
Never exceed speed: 173 mph (278 km/h, 150 kn)
Range: 670 mi (1,080 km, 582 nmi)
Service ceiling: 17,400 ft (5,305 m)
Power/mass: ()

SH-2F

Data from The Encyclopedia of World Military Aircraft^[48]