Christian Albrecht is the International Business Development Manager of Sikorsky is also responsible for the Austrian market. A conversation about old and new Black Hawks, crash safety as a top priority and an unmanned helicopter future.
The first flight took place in 1974, the 5,000th aircraft was delivered in 2023 and production is running at full speed. Mr. Albrecht, how does Sikorsky manage to keep the Black Hawk fit for current and future challenges? 50 years is a long time, but the basic footprint and dimensions have not changed since then. Of course, everything around it has become more modern – from the type of construction and materials to the sensors and avionics. The basic structure of the airframe has also been continuously adapted, and the service life, usage cycles, crash safety and performance have been increased with new engines. Austrian pilots particularly appreciate the latter points of the Austrian Armed Forces’ S-70 (note: export version of the UH-60L): the crash safety and the performance reserves that are available even when other helicopters reach their limits. This is the crucial point: power reserves are always important – but especially when operating fully loaded and at high speed at the extreme ends of the power spectrum in demanding military missions. For example, at high altitudes or in extreme environmental conditions. The Black Hawk still has reserves, which can make or break the success of a mission. And all this with an average availability rate of more than 92 percent – the system can also be relied on in this respect. 
A serious difference to the first Black Hawk generation also becomes clear when you look into the cockpit. Where everything used to be analog … … today everything is digital and, above all, fully integrated into the overall system, right down to the 4-axis autopilot. Yes, a lot has changed and the advantages are enormous – just think of brownout or whiteout scenarios with limited visibility. It is helpful if the aircraft has a lot of automation and auxiliary systems that support and relieve the personnel. In this respect, the journey is certainly not over yet. There are more improvements to come.
“Performance reserves are always important – but especially when operating fully loaded and at high speed at the extreme ends of the performance spectrum in demanding military missions.
“The most modern Black Hawk version currently available is the UH-60M, which has been rolling off the production line in the current batch since 2023. By 2027, more than 200 aircraft are planned for the US Armybut also for international customers – demand remains high. This comes as no surprise to us: with its improvements, the UH-60M is a technological bridge towards future helicopter systems (note: for example NATO Next Generation Rotorcraft Capability – NGRC). The US Army is planning to use it until at least the 2060s and by then many more updates and modernizations will have been incorporated: more powerful engines, improvements in avionics, additional digital flight control elements . .. … and the possibility of operating the aircraft autonomously? Two years ago, we already flew a Black Hawk autonomously with the US Army as a technology carrier with the necessary sensors and flight controls as an OPV (optionally piloted vehicle). We are currently in the process of further testing the system and later certifying it. 
Can the OPV version also be installed in existing samples? Yes, that is possible. The technology allows for semi-autonomous to fully autonomous flights. The helicopter can then fly unmanned to defined destinations or routes, avoid obstacles and much more. We see enormous potential for growth in this area. The Austrian Armed Forces currently have nine Black Hawks, three more used ones are due to be delivered soon and twelve new UH-60Ms are to be procured(-> a second Black Hawk squadron for the Armed Forces) – but there is no contract for this yet. In view of the “high demand” mentioned above, is the Austrian Armed Forces in danger of ending up empty-handed?
This is a matter of coordination between the governments. Austria orders from the US government via Foreign Military Sales, which in turn orders from us. We then provide the production capacities. https://militaeraktuell.at/gruenes-licht-fuer-wehrrechtsaenderungsgesetz/ Slovakia received new UH-60Ms at the end of the 2010s, but recently had to retrofit them with a rescue winch and a “fast-rope” system, among other things, in order to qualify the helicopters for the NATO Readiness Initiative. Is this equipment now standard? There is an extensive – and publicly accessible – list of available, already certified and operationally tested equipment, fittings and mission equipment from which customers can choose. The range extends from rescue winches and load hooks to armament options. In this specific case, it was not part of the original configuration, but could be retrofitted without any problems. In the case of Austria, can new UH-60Ms also be serviced with the existing Black Hawk maintenance facility? The M version is basically identical in design and dimensions to the Black Hawk version introduced by the German Armed Forces. Accordingly, it does not require a new hangar, only new tools and diagnostic systems. And delta training for the personnel, because certain processes have changed, for example when reading out data. However, the effort involved is manageable.
Finally, what development opportunities does Sikorsky see for the Black Hawk beyond OPV? Are Loyal Wingmen similar to fighter jets conceivable? The topics of sensor technology and digital flight control through to OPV are becoming increasingly important in order to relieve the crew. And yes, manned-unmanned teaming is also one of the areas with which we want to further enhance the Black Hawk and make it fit for the future.
Here for further reports about Sikorsky.
