Philippine Military Aircrafts

[Deadstring67]

---

Aermacchi S-211









The Aermacchi S-211 is a jet-powered military trainer aircraft designed and originally marketed by SIAI Marchetti as the S.211. Some 60 aircraft have been sold to air forces around the world. Aermacchi bought the production rights in 1997. The redesigned M-311 is currently under development by Alenia Aermacchi.

Design and development

SIAI Marchetti began work on the aircraft in 1976 as a private venture basic trainer, hoping to offer it to the company's existing customer base of small air forces operating their piston-engined SF.260. Formally announced in Paris the following year, interest was strong enough to justify the construction of two prototypes, the first of which flew on 10 April 1981. The Singapore Air Force placed the first order for ten aircraft in 1983.
The S-211 is a small tandem two-seat shoulder-wing monoplane with a retractable tricycle landing gear and powered by a single Pratt & Whitney Canada JT15D-4C turbofan.[1] The aircraft was designed with a secondary close air support capability with four underwing hardpoints.
The S-211A was a slightly modified and updated variant of the S-211, was a losing contender in the USA's Joint Primary Aircraft Training System (JPTATS) aircraft selection. Among the seven to enter, the Raytheon/Pilatus entry won, which became the T-6 Texan II. The S-211 team was partnered with Grumman, and then Northrop Grumman after 1994.
Like many military trainers, the S-211 can be armed for weapons training or light ground attack duties.

Philippine Air Force (PAF) - 25 aircraft, including one partially completed airframe as spare parts and 15 assembled locally by Philippine Aerospace Development Corporation.[2] Due to accidents, 15 remaining in service but only 6 are airworthy, as of December 2009.
105th Training Squadron
7th Tactical Fighter Squadron

[Deadstring67]

North American Rockwell OV-10 Bronco






The North American Aviation Rockwell OV-10 Bronco is a turboprop light attack and observation aircraft. It was developed in the 1960s as a special aircraft for counter insurgency (COIN) combat, and one of its primary missions was as a forward air control (FAC) aircraft. It can carry up to three tons of external munitions, and loiter for three or more hours.

Development

[edit]Background
The original vision was developed in the early 1960s by an informal collaboration of W.H. Beckett and Colonel K.P. Rice, USMC, who met at Naval Air Weapons Station China Lake, California, and who also lived near each other. The concept was one of a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was uninterested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow, to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston aircraft. Weapons were to be mounted on the centerline to get efficient unranged aiming like the P-38 Lightning and F-86 Sabre aircraft. The inventors' favored strafing weapons were self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.

Philippines
The Philippine Air Force (PAF) received a total of 24 OV-10A from US stocks in 1991, later followed by a further nine from the United States,[25] and 8 ex-Thai Air Force OV-10C models in 2003–2004.[25][26] The aircraft is operated by the 16th Attack Squadron and 25th Composite Attack Squadron of the 15th Strike Wing, based in Sangley Point, Cavite.[27] The PAF flies Broncos on search-and-rescue and COIN operations in various parts of the Philippines. The first two women combat pilots in the PAF flew OV-10s with the 16th. This squadron flew anti-terrorist operations in the Jolo Islands.[28]


A crashed Philippine OV-10A at Clark Air Base in 2006.
Recent modifications by the PAF included upgrades in the engine and propeller (now sporting a four-bladed propeller), and flight controls and sensors.[citation needed] A Service Life Extension Program has been started with all remaining serviceable OV-10s slated to go through the program. With the assistance of Marsh Aviation the PAF is currently overhauling and modernizing the airframe and its systems as well as replacing the increasingly difficult to maintain and service three bladed propeller with brand new units from Marsh Aviation and Hartzell , fitting of new gearboxes to improve maintainability, zero timing the airframes and overhauling of the aircraft's subsystems to extend the service life of the airframe, improve serviceability and make the fleet easier to maintain. In place of the old three bladed propeller, a new 100 in (254 cm) diameter propeller designed and manufactured by Hartzell has been fitted. In addition, the fleet is due to receive enough locally-built 20 mm (.79 in) gun pods to equip all aircraft.[citation needed] Additional OV-10s are to be received from Thailand as donations in 2011

Philippine Air Force 8 in active service

[Deadstring67]

Aermacchi SF.260






The Aermacchi SF.260 is a light aircraft marketed as an aerobatics plane and a military trainer. It was designed by Stelio Frati, originally for Aviamilano, which flew the first prototype of it (then designated F.260) on July 15, 1964. Actual production was undertaken when SIAI Marchetti purchased the design soon thereafter and continued with this firm until the company was bought by Aermacchi in 1997. The military versions are popular with smaller air forces, which can also arm it for use in the close-support role.

Design and development

The design is a conventional one, featuring a low wing and tricycle undercarriage, and is often praised for its sleek lines and sporty appearance. The pilot and up to two passengers (or pilot and one student in trainer versions) are accommodated under a broad, extensively glazed canopy.
The SF.260 holds the airspeed records for aircraft in its class over the 100 km (62 mile) and 1,000 km (621 mile) closed circuits.
The aircraft was marketed in the United States in the late 1960s as the Waco Meteor, although it was in no way connected with the Waco aircraft company. Thirty SF.260EA - the most recent version - were delivered to the Italian Air Force in 2005 for a total price of €33 million ($40 million).
On 2010 was announced Alenia request conditions to assembly the aircraft at the Argentine factory Fábrica de Aviones Córdoba

Philippines
In the early 1970s an order was placed for 48 SF.260's divided between 32 SF.260M's and 16 SF.260W's. The first six SF.260's were delivered in May 1973, replacing the Beech T-34A Mentor with 100th Training Wing at airbase Fernando.
The 15th Strike Wing on airbase Sangley Point received the SF.260W Warrior as an addition to the North American T-28 Trojans. They were possibly used in combat against rebel forces in the south of the Philippines. But little is known about its service life. In the early 1980s, the surviving Warriors were disarmed and transferred to the training role with 100th TW. The Philippines Air Force signed with Agusta a contract for the delivery of 18 SF.260TP turboprops on December 31, 1991, replacing the SF.260M/W's in the training role. The first SF.260TP was noted in country on July 1, 1993.
Under "Project Layang" the air force plans to upgrade 18 SF.260M/W aircraft to the SF.260TP standard, by replacing the Lycoming piston engine with the Allison 250-B17D turboprop engine and newer avionics. The first upgraded SF.260 was delivered in 1996, no further upgraded SF.260's are reported yet.
The Philippines has finalized a deal with Alenia Aermacchi for 18 new-build SF.260E primary/basic trainers. Deliveries are expected to start in late 2010.

8 brand new SF 260F have been delivered to the PAF as of Nov.2010 by Aermacchi Italy which was locally assembled by Aerotech Industries Philippines with the remaining 10 units to be deliver by April 2011.

[Deadstring67]

Lockheed C-130 Hercules











The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin. Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medical evacuation, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130), for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling, maritime patrol and aerial firefighting. It is the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 60 nations.
During its years of service, the Hercules family has participated in countless military, civilian and humanitarian aid operations. The family has the longest continuous production run of any military aircraft in history. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tupolev Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case, the United States Air Force. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules.

Design and development

[edit]Background and requirements
The Korean War, which began in June 1950, showed that piston-powered World War II-era transports—C-119 Flying Boxcars, C-47 Skytrains and C-46 Commandos—were inadequate for modern warfare. Thus on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity for 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that is approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was designed from the ground-up as a combat transport with loading from a ramp at the rear of the fuselage. This innovation for military cargo aircraft was first pioneered on the WW II German Junkers Ju 252 and Ju 253 "Hercules" transport prototypes in WWII. The Boeing C-97 also had a retracting ramp through clamshell doors, but could not be used for airdrops of cargo.
The Hercules also resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout. That plane evolved from the Chase XCG-20 Avitruc, which was first designed and flown as a cargo glider in 1947.[1] The rear ramp not only makes it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124), but to airdrop or use low-altitude extraction for Sheridan tanks or even dropping improvised "daisy cutter" bombs.
A key feature was the introduction of the T56 turboprop, which was first developed specifically for the C-130. At the time, the turboprop was a new application of jet engines that used exhaust gases to turn a shafted propeller, which offered greater range at propeller-driven speeds compared to pure jets, which were faster but thirstier. As was the case on helicopters of that era such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That plane was a disappointment as an airliner, but quite successfully adapted as the P-3 Orion patrol plane where speed and endurance of turboprops excelled.
The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,300 mi; 2,000 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin and Northrop declined to participate. The remaining five companies tendered a total of 10 designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.


The two YC-130 prototypes; the blunt nose was replaced with radar on later production models.
The Lockheed design team was led by Willis Hawkins, starting with a 130 page proposal for the Lockheed L-206.[2] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[2] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[3]
The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a P2V Neptune.

C-130B model
The C-130B model was developed to complement the A models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aero Product three-bladed propellers that distinguished the earlier A-models. B-models replaced A-models in the 314th and 463rd Troop Carrier Wings. During the Vietnam War four squadrons assigned to the 463rd Troop Carrier/Tactical Airlift Wing based at Clark Air Force Base and Mactan Air Force Base in the Philippines were used primarily for tactical airlift operations in South Vietnam. In the spring of 1969, 463rd crews commenced COMMANDO VAULT bombing missions dropping "daisy cutter" M-121 10,000 lb (4,534 kg) bombs to clear "instant LZs" for helicopters. These would later be used by South Vietnam forces in a last-ditch air support effort to turn back communist troops. As the Vietnam War wound down, the 463rd B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units. Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the US Navy purchased a number of B-models equipped with skis that were designated as LC-130s. The Royal Canadian Air Force became another early user of the C130 with the delivery of its first B model in 1960.
An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted and operated under the SUN VALLEY program name. They were operated primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.

[Deadstring67]

Fokker F27 Friendship









The Fokker F28 Fellowship is a short range jet airliner designed and built by defunct Dutch aircraft manufacturer Fokker.

Design and development

Announced by Fokker in April 1962, production was a collaboration between a number of European companies, namely Fokker, MBB of West Germany, Fokker-VFW (also of Germany), and Short Brothers of the United Kingdom. There was also government money invested in the project, with the Dutch government providing 50% of Fokker's stake and the West German government having 60% of the 35% German stake.
Projected at first to transport 50 passengers to 1,650 km (1,025 mi), the plane was later designed to have 60-65 seats. On the design sheet, the F28 was originally to mount Bristol Siddeley BS.75 turbofans, but the prototype flew with the lighter Rolls-Royce "Spey Junior", a simplified version of the Rolls-Royce Spey.
The F28 was similar in design to the BAC 1-11 and DC-9, as it had a T-tail and the engines at the rear of the fuselage. The aircraft had wings with a slight crescent angle of sweep with ailerons at the tip, simple flaps, and five-section liftdumper only operated after landing to dump the lift. The leading edge was fixed and was anti-iced by bleed air from the engines. The tail cone could split and be hydraulically opened to the sides to act as a variable air brake - also used on the contemporaneous Blackburn Buccaneer. This design was also copied and used on the HS-146, which became the BAe-146. It had a retractable tricycle landing gear.
In terms of responsibility for production, Fokker designed and built the nose section, centre fuselage and inner wing; MBB/Fokker-VFW constructed the forward fuselage, rear fuselage and tail assembly; and Shorts designed and built the outer wings.
Final assembly of the Fokker F28 was at Schiphol Airport in the Netherlan

The F28-1000 prototype, registered PH-JHG, first flew on May 9, 1967 (exactly one month later than the famous Boeing 737). German certification was achieved on February 24, 1969. The first order was from German airline LTU, but the first revenue-earning flight was by Braathens on March 28, 1969 who operated five F28s.[1]


Montenegro Airlines Fokker F28 landing at Karlovy Vary International Airport
The F28 with an extended fuselage was named F28-2000 and could seat up to 79 passengers instead of the 65 seats on the F28-1000. The prototype for this model was a converted F28-1000 prototype, and first flew on April 28, 1971. The models F28-6000 and F28-5000 were modified F28-2000 and F28-1000 respectively, with slats, greater wingspan, and more powerful and silent engines as the main features. The F28-6000 and F28-5000 were not a commercial success; only two F28-6000 and no F28-5000 were built. After being used by Fokker for a time, the F28-6000 were sold to Air Mauritanie, but not before they were converted to F28-2000s.[1]
The most successful F28 was the F28-4000, which debuted on October 20, 1976 with the one of the world's largest Fokker operators, Linjeflyg. This version was powered by quieter Spey 555-15H engines, and had an increased seating capacity (up to 85 passengers), a larger wingspan with reinforced wings, a new cockpit and a new "wide-look" interior featuring enclosed overhead lockers and a less 'tubular' look. The F28-3000, the runner-up for the F28-1000, featured the same improvements as the F28-4000.
F28s of Ansett Transport Industries' Western Australian intrastate airline, MMA/Airlines of Western Australia, flew the longest non-stop F28 route in the world, from Perth to Kununurra, in Western Australia - a distance of about 2,240 km (1,392 mi). MMA'a F28s also had the highest utilisation rates at the time, flying over 8 hours per day.
By the time production ended in 1987, 241 airframes had been built

[Deadstring67]

GAF Nomad







The GAF Nomad is a twin-engine turboprop, high-winged, "short take off and landing" (STOL) aircraft . It was designed and built by the Australian Government Aircraft Factories (GAF) at Fishermens Bend, Melbourne. Major users of the design have included the Royal Flying Doctor Service of Australia, the Australian Army and the Australian Customs Service.

Design and development

Development of the Nomad began in 1965 at the Government Aircraft Factories as Project N. The Australian government funded two prototypes in January 1970 for the twin engined, multi-purpose transport. The government was keen to build an aircraft in order to maintain aircraft production at GAF after the end of Mirage III production.[1] The first prototype (VH-SUP) flew for the first time on 23 July 1971. The aircraft was now known as the N2 and was aimed at the military and civilian markets. The designation N22 was to be used for military aircraft (becoming N22B in production) and N24 was to be used for the lengthened civilian version.
The original design intention was that the entire empennage would be hinged, such that it could be swung open providing rear loading access (the target payload was a small vehicle). This necessitated the raised cruciform tail.
The Nomad design was considered problematic and early Royal Australian Air Force evaluations were critical of the design. An early, stretched-fuselage variant crashed, killing GAF's chief test pilot Stuart Pearce (father of actor Guy Pearce),[2] and the assistant head designer. The Nomad has been involved in a total of 32 total hull-loss accidents, which have resulted in 76 fatalities.
Only 172 Nomads (including the two prototypes) were manufactured, due to the limited foreign sales achieved by GAF. In 1986, GAF was incorporated into Aerospace Technologies of Australia.
On 18 June 2008, Gippsland Aeronautics announced they had won bidding to take over the Nomad's type certificate and would probably be restarting production.[5] Gippsland Aeronautics is working to return an upgraded version of the N24 to production in 2011.
As of December 2009 only one Nomad is still flying in Australia, with another four in New Zealand

Philippine Air Force - 20 Nomads (3 in service)
Philippine Navy - 15 Nomads (N.24A)

[Deadstring67]

Cessna T-41 Mescalero







The T-41 Mescalero is a military version of the popular Cessna 172 used by the United States Air Force and the United States Army as a pilot training aircraft.

Design and development

In 1964, the Air Force decided to use the off-the-shelf Cessna 172 as a preliminary flight screener for pilot candidates and ordered 237 T-41As from Cessna.
The T-41B was the US Army version, with a 210 hp (160 kW) Continental IO-360 and constant-speed propeller in place of the 145 hp (108 kW) Continental O-300 and 7654 fixed-pitch propeller used in the 172 and the T-41A.
In 1968, the Air Force acquired 52 more powerful T-41Cs, which used 210 hp (160 kW) Continental IO-360 and a fixed pitch climb propeller, for use at the Air Force Academy (USAFA) in Colorado Springs.[
In 1996, the aircraft were further upgraded to the T-41D, which included an upgrade in avionics and to a constant-speed propeller.
Beginning in 1993, the United States Air Force replaced much of the T-41 fleet with the Slingsby T-3A Firefly for the flight screening role, and for aerobatic training, which was outside the design capabilities of the T-41. The T-3A fleet was indefinitely grounded in 1997 and scrapped in 2006 following a series of fatal accidents at the United States Air Force Academy.
The Air Force now trains through a civilian contract with DOSS Aviation known as Initial Military Flight Screening which makes use of the Diamond DA20.
A number of USAF Academy T-41 were eventually distributed to various USAF Aero Clubs. Some of these aircraft developed structural cracks, forcing their grounding.[citation needed]
Three T-41s remain at the Air Force Academy in order to support certain academic classes as well as the USAFA Flying Team.
A number of air forces, including Saudi Arabia and Singapore, purchased various civilian models of the Cessna 172 for use in the military training, transport and liaison roles. While similar to the T-41, these aircraft were not T-41s and were powered by the standard 172 powerplants available in the model year purchased. These included the 145 hp (108 kW) Continental O-300 in pre-1968 aircraft and the 150 and 160 hp (120 kW) Lycoming O-320 in later 172s.

Philippine Air Force (20× T-41D)

[Deadstring67]

McDonnell Douglas MD 500 Defender






The McDonnell Douglas Helicopter Systems MD 500 Defender is a light multi-role military helicopter based on the MD Helicopters MD 500 light utility helicopter.

Design and development

The original OH-6 Cayuse helicopter proved its worth during the Vietnam War in the light helicopter role. The designers at Hughes realized there was a market for a light multi-mission helicopter with an improved equipment fit than the OH-6 and Model 500M. The resulting design was the Model 500MD Defender which first flew in 1976. It was tailored for specific roles including unarmed observation and an armed scout helicopter equipped with TOW anti-tank missiles. An anti-submarine version was developed with a search radar, magnetic anomaly detector and the capability to carry lightweight aerial torpedoes.
The helicopter was popular with customers like Kenya who could buy a capable anti-armour helicopter for less than half the cost of a gunship such as the AH-1 Cobra or the AH-64 Apache. Israel used the Defender extensively during the conflicts of the late 1970s and 1980s against Syrian armored forces.
The Defender was later built as an improved version as the MD530MG, with increased engine power, handling, avionics, and a redesigned forward fuselage. Later developments included a mast mounted sight (MMS).

Philippine Air Force the 18th "Falcons" and 20th "Firebirds" Attack Squadrons operates 20+ x 520MG

[Deadstring67]

Sikorsky UH-60 Black Hawk








The UH-60 Black Hawk is a four-bladed, twin-engine, medium-lift utility helicopter manufactured by Sikorsky Aircraft. Sikorsky submitted the S-70 design for the United States Army's Utility Tactical Transport Aircraft System (UTTAS) competition in 1972. The Army designated the prototype as the YUH-60A and selected the Black Hawk as the winner of the program in 1976, after a fly-off competition with the Boeing Vertol YUH-61.
The UH-60A entered service with the Army in 1979, to replace the Bell UH-1 Iroquois as the Army's tactical transport helicopter. This was followed by the fielding of electronic warfare and special operations variants of the Black Hawk. Improved UH-60L and UH-60M utility variants have also been developed. Modified versions have also been developed for the U.S. Navy and U.S. Air Force. In addition to U.S. Army use, the UH-60 family has been exported to several nations. Black Hawks have served in combat during conflicts in Grenada, Panama, Iraq, Somalia, the Balkans, Afghanistan, and other areas in the Middle East.

Initial requirement
In the late 1960s, the United States Army began forming requirements for a helicopter to replace the UH-1 Iroquois, and designated the program as the Utility Tactical Transport Aircraft System (UTTAS). The Army also initiated the development of a new, common turbine engine for its helicopters that would become the General Electric T700. Based on experience in Vietnam, the Army required significant performance, survivability and reliability improvements from both UTTAS and the new powerplant.The Army released its UTTAS request for proposals (RFP) in January 1972.[2] The RFP also included air transport requirements. Transport aboard the C-130 limited the UTTAS cabin height and length.

The UTTAS requirements for improved reliability, survivability and lower life-cycle costs resulted in features such as dual-engines with improved hot and high altitude performance, and a modular design (reduced maintenance footprint); run-dry gearboxes; ballistically tolerant, redundant subsystems (hydraulic, electrical and flight controls); crashworthy crew (armored) and troop seats; dual-stage oleo main landing gear; ballistically tolerant, crashworthy main structure; quieter, more robust main and tail rotor systems; and a ballistically tolerant, crashworthy fuel system.

Four prototypes were constructed, with the first YUH-60A flying in October 1974. Prior to delivery of the prototypes to the US Army, a preliminary evaluation was conducted in November 1975 to ensure the aircraft could be operated safely during all testing.[5] Three of the prototypes were delivered to the Army in March 1976, for evaluation against the rival Boeing-Vertol design, the YUH-61A, and one was kept by Sikorsky for internal research. The Army selected the UH-60 for production in December 1976. Deliveries of the UH-60A to the Army began in October 1978 and the helicopter entered service in June 1979.

Philippine Air Force Presidential Air Wing received 2 UH-60A (S-70A) helicopters

[Deadstring67]

Sikorsky S-76








The development of the machine began with Sikorsky in the middle of the 1970s. Target group were companies, which looked for a medium business helicopter, as well as the oil drilling industry. Sikorsky's development experiences from the UH-60 Black Hawk served as the basis for the S-74 (later renamed S-76 Spirit in honor of the U.S. Bicentennial). which was able to transport 2 pilots and 12 passengers, received first two Allison 250 C30 turboshafts with 478 kW each. The prototype completed its first flight on 13 March 1977.

The S-76A was the first production variant. The type achieved 1982 several class records within the range climbing achievement, maximum speed and ceiling. Several airlines operate the S-76A on scheduled services including Helijet Airways of Vancouver, British Columbia, Canada.
After the S-76A, the S-76 Mk II (1982), the S-76B in the year 1987 with a top speed of 155 knots at sea level. Over 500 S-76s had been delivered by early 2001.

Until December 2005 the S-76C+ was in production. It is equipped with Turboméca Arriel 2S1 engines with FADEC and an EFIS suite from Honeywell.[2] The tail rotor could be made quieter by modification. For comfort, increased active noise and vibration dampers are used. The main rotor is manufactured from composite materials.

Since 3 January 2006, the certified S-76 C++ has the Turbomeca Arriel 2S2, an intake air filter, an improved and quieter transmission as well as changes of detail at the interior equipment and electronics. There were 92 orders for this model as of January 2006.

Development of the S-76D has been subject to delays due to technical problems in expanding the flight envelope.[3] It is powered by 1,050 shp Pratt & Whitney Canada PW210S engines driving composite material rotors, and will incorporate active vibration control. A prototype made its first flight on 7 February 2009; type certification is expected in 2011 and deliveries are anticipated later that year. Three prototypes will be used in the certification program. One aircraft will be used to obtain certification of an optional electric rotor ice-protection system. Performance will be substantially improved with the added power, but initial certification will retain the same gross weight (11,700 pounds) and maximum cruise speed (155 knots).The rotor rpm will be self-adjusting in flight, with a higher rpm setting for takeoff and landing, and a lower rpm setting for cruise for improved range.

The Sikorsky S-76 Spirit is an American multi-purpose medium-size commercial helicopter. The S-76 is powered by two turboshafts which combine to drive the main and tail rotors, each with four blades. The S-76 landing gear is retractable.

Philippine Air Force- 17, provided air security during the People Power Revolution[