Aircraft Fleet List
Tail Type Homeplate Last Log Remarks
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101 C-37A CGAS Washington, D.C. 07-06-10
102 C-143 CGAS Washington, D.C. 07-09-10
1500 HC-130H CGAS Clearwater 07-11-10
1501 HC-130H CGAS Clearwater 07-02-10
1502 HC-130H CGAS Clearwater 06-16-10
1503 HC-130H CGAS Elizabeth City 05-18-09
1504 HC-130H CGAS Elizabeth City 04-19-10
1700 HC-130H7 CGAS Clearwater 07-10-10
1701 HC-130H7 CGAS Barbers Point 06-13-10
1702 HC-130H7 CGAS Sacramento 07-10-10
1703 HC-130H7 CGAS Kodiak 10-20-09
1704 HC-130H7 CGAS Kodiak 11-10-09
1706 HC-130H7 CGAS Barbers Point 05-22-10
1707 HC-130H7 CGAS Sacramento 06-17-10
1708 HC-130H7 CGAS Kodiak 03-22-10
1709 HC-130H7 CGAS Kodiak 07-01-10
1711 HC-130H7 CGAS Barbers Point 06-15-10
1712 HC-130H7 CGAS Sacramento 07-01-10
1713 HC-130H7 CGAS Sacramento 06-28-10
1714 HC-130H7 CGAS Sacramento 07-07-10
1715 HC-130H7 CGAS Kodiak 04-22-10
1716 HC-130H7 CGAS Clearwater 05-23-10
1717 HC-130H7 CGAS Clearwater 05-24-10
1718 HC-130H7 CGAS Sacramento 07-07-10
1719 HC-130H7 CGAS Clearwater 07-11-10
1720 HC-130H7 CGAS Clearwater 07-07-10
1790 HC-130H7 CGAS Kodiak 06-18-10
2001 HC-130J CGAS Elizabeth City 07-01-10
2002 HC-130J CGAS Elizabeth City 05-22-10
2003 HC-130J CGAS Elizabeth City 07-07-10
2004 HC-130J CGAS Elizabeth City 07-03-10
2005 HC-130J CGAS Elizabeth City 07-07-10
2006 HC-130J CGAS Elizabeth City 07-10-10
2102 HU-25D CGAS Miami 07-07-10
2104 HU-25C+ CGAS Cape Cod 05-17-10
2105 HU-25D CGAS Miami 07-06-10
2109 HU-25D ALC Elizabeth City 12-01-09
2110 HU-25A ALC Elizabeth City 12-01-09
2112 HU-25C+ CGAS Cape Cod 02-03-10
2113 HU-25D CGAS Miami 04-04-09
2114 HU-25D CGAS Miami 07-07-10
2117 HU-25A CGAS Miami 05-02-10
2118 HU-25B ATC Mobile 04-29-10
2120 HU-25A ATC Mobile 02-16-10
2121 HU-25A ATC Mobile 05-26-10
2127 HU-25A ATC Mobile 06-16-09
2128 HU-25D CGAS Miami 04-05-10
2129 HU-25C+ CGAS Cape Cod 07-10-10
2131 HU-25C+ CGAS Corpus Christi 06-18-10
2133 HU-25C+ CGAS Cape Cod 07-02-10
2134 HU-25A ATC Mobile 03-06-09
2135 HU-25C+ CGAS Corpus Christi 06-06-10
2136 HU-25A ALC Elizabeth City 12-01-09
2140 HU-25C+ CGAS Cape Cod 07-07-10
2141 HU-25C+ CGAS Corpus Christi 06-05-10
2301 HC-144A ATC Mobile 07-10-10
2302 HC-144A ATC Mobile 10-03-09
2303 HC-144A ATC Mobile 06-14-10
2304 HC-144A ATC Mobile 07-11-10
2305 HC-144A ATC Mobile 07-03-10
2306 HC-144A CGAS Miami 05-26-10
2307 HC-144A ATC Mobile 06-23-10
2308 HC-144A CGAS Miami 06-02-10
2309 HC-144A To be delivered in 2010
2310 HC-144A To be delivered in 2010
2311 HC-144A To be delivered in 2010
2312 HC-144A To be delivered in 2010
2313 HC-144A To be delivered in 2011
2314 HC-144A To be delivered in 2011
2315 HC-144A Funds Requested FY 11.
6001 MH-60T CGAS Elizabeth City 07-01-10
6002 MH-60J Unknown 03-18-10
6003 MH-60J CGAS Clearwater 07-03-10
6004 MH-60J CGAS Cape Cod 01-28-10
6005 MH-60J CGAS Kodiak 06-13-10
6006 MH-60J CGAS Astoria 05-21-10
6007 MH-60J CGAS Kodiak 07-06-10
6008 MH-60J CGAS Clearwater 07-11-10
6009 MH-60J CGAS Cape Cod 07-03-10
6010 MH-60J ATC Mobile 06-05-10
6011 MH-60J CGAS Cape Cod 06-06-10
6012 MH-60J CGAS Clearwater 06-30-10
6013 MH-60J CGAS Kodiak 02-04-10
6014 MH-60J ATC Mobile 03-03-10
6015 MH-60T CGAS Kodiak 06-01-10
6016 MH-60J ATC Mobile 07-11-10
6018 MH-60J CGAS Sitka 02-03-10
6019 MH-60J CGAS Clearwater 07-07-10
6021 MH-60J CGAS Kodiak 03-22-10
6022 MH-60J CGAS Clearwater 07-08-10
6023 MH-60J ATC Mobile 06-23-10
6024 MH-60J CGAS Clearwater 07-10-10
6025 MH-60J CGAS Cape Cod 07-10-10
6026 MH-60T CGAS Elizabeth City 07-07-10
6027 MH-60T ATC Mobile 06-30-10
6029 MH-60J CGAS Clearwater 06-13-10
6030 MH-60J CGAS Astoria 09-13-09
6031 MH-60J CGAS Elizabeth City 06-29-10
6032 MH-60T CGAS San Diego 06-04-10
6033 MH-60T CGAS San Diego 02-24-10
6034 MH-60T CGAS Elizabeth City 06-09-10
6035 MH-60J Unknown 12-07-09
6036 MH-60J CGAS Sitka 07-08-10
6037 MH-60J CGAS San Diego 12-03-09
6038 MH-60J CGAS Sitka 06-28-10
6039 MH-60J CGAS Clearwater 04-23-10
6040 MH-60J CGAS Elizabeth City 06-13-10
6041 MH-60J CGAS San Diego 05-14-10
6042 MH-60J CGAS Clearwater 07-11-10
6043 MH-60T CGAS Elizabeth City 07-11-10
6501 MH-65C HITRON Jacksonville 06-16-10
6502 MH-65C CGAS San Francisco 03-09-10
6503 MH-65C CGAS Port Angeles 02-23-10
6504 HH-65C CGAS Los Angeles 09-04-09
6506 MH-65C HITRON Jacksonville 06-02-10
6507 MH-65C CGAS Houston 08-22-09
6508 MH-65C CGAS New Orleans 06-09-10
6509 HH-65C CGAS Kodiak 03-20-07
6510 MH-65C CGAS Savannah 07-06-10
6511 MH-65C CGAS Miami 07-10-10
6512 HH-65C CGAS Corpus Christi 03-26-07
6513 MH-65C ATC Mobile 04-24-09
6514 HH-65C CGAS Port Angeles 06-27-10
6515 MH-65C CGAS Miami 07-03-10
6516 MH-65C CGAS San Francisco 07-01-10
6517 MH-65C CGAS Atlantic City 08-06-09
6518 MH-65C HITRON Jacksonville 12-18-09
6519 HH-65C CGAS North Bend 01-09-09
6520 MH-65C CGAS San Francisco 06-16-10
6521 HH-65C CGAS Borinquen 11-18-09
6522 HH-65C CGAS Detroit 03-10-10
6524 HH-65C CGAS Detroit 03-31-10
6525 HH-65C Unknown 06-27-10
6526 MH-65C HITRON Jacksonville 06-10-10
6527 HH-65C CGAS Detroit 05-06-10
6528 HH-65C CGAS Barbers Point 05-01-10
6529 HH-65C Unknown 06-27-10
6530 MH-65C CGAS Atlantic City 05-20-10
6531 MH-65C ATC Mobile 02-17-10
6532 HH-65C CGAS Detroit 05-08-10
6533 MH-65C CGAS Houston 05-28-10
6534 MH-65C CGAS New Orleans 01-26-10
6535 HH-65C ATC Mobile 10-22-08
6536 MH-65C Unknown 07-10-10
6537 HH-65C CGAS North Bend 02-21-10
6538 MH-65C East Coast 09-19-09
6539 HH-65C CGAS Detroit 05-30-10
6540 MH-65C CGAS New Orleans 04-23-10
6542 MH-65C CGAS Savannah 07-06-10
6543 MH-65D CGAS Atlantic City 02-01-10
6544 HH-65C CGAS San Francisco 06-10-08
6545 MH-65C CGAS Savannah 05-27-10
6547 MH-65C HITRON Jacksonville 05-19-10
6548 MH-65C CGAS North Bend 06-28-10
6550 MH-65C CGAS Port Angeles 03-30-10
6551 MH-65C CGAS Barbers Point 05-01-10
6552 MH-65C CGAS San Francisco 06-16-09
6553 MH-65C ATC Mobile 07-06-10
6554 MH-65C HITRON Jacksonville 12-31-09
6555 MH-65C CGAS San Francisco 04-22-10
6556 MH-65C CGAS New Orleans 06-25-10
6557 MH-65C ATC Mobile 05-26-10
6558 MH-65C CGAS New Orleans 04-23-10
6559 MH-65C CGAS Atlantic City 05-12-10
6560 MH-65C Unknown 05-30-10
6561 MH-65C CGAS Houston 05-22-10
6562 MH-65C CGAS Atlantic City 07-07-10
6563 MH-65C CGAS Atlantic City 04-21-10
6564 HH-65C CGAS Miami 11-16-09
6565 MH-65C CGAS Savannah 07-06-10
6566 MH-65C CGAS Borinquen 07-02-10
6567 MH-65C HITRON Jacksonville 12-07-09
6568 MH-65C CGAS Humboldt Bay 07-04-10
6569 MH-65C CGAS Humboldt Bay 02-26-10
6570 MH-65C CGAS Miami 01-30-10
6571 MH-65C CGAS Detroit 11-01-09
6572 MH-65C Unknown 07-07-10
6573 MH-65C CGAS Los Angeles 02-25-10
6574 MH-65C CGAS Port Angeles 03-24-10
6575 MH-65C East Coast 04-02-10
6576 MH-65C CGAS Miami 02-17-10
6577 MH-65C Unknown 05-23-10
6578 MH-65C CGAS Houston 06-30-10
6579 MH-65C CGAS Borinquen 06-20-10
6580 MH-65C Unknown 07-03-10
6581 MH-65C CGAS Humboldt Bay 04-29-10
6582 MH-65C CGAS Borinquen 07-07-10
6583 HH-65C CGAS Humboldt Bay 01-27-09
6584 MH-65C Unknown 03-14-10
6585 MH-65C CGAS Los Angeles 04-18-10
6586 HH-65C ATC Mobile 09-23-07
6587 HH-65C ATC Mobile 06-07-07
6588 MH-65C Unknown 06-23-10
6589 MH-65C CGAS New Orleans 12-17-08
6590 HH-65C CGAS Detroit 06-19-10
6591 HH-65C CGAS Barbers Point 05-16-10
6592 MH-65C CGAS New Orleans 03-28-09
6593 HH-65C CGAS Traverse City 04-21-10
6594 MH-65C HITRON Jacksonville 04-21-10
6595 MH-65C CGAS Atlantic City 11-24-08
6596 MH-65C CGAS Kodiak 11-08-09
6597 MH-65C CGAS New Orleans 06-20-10
6598 HH-65C CGAS Detroit 04-26-08
6599 MH-65D CGAS Atlantic City 05-21-10
6601 MH-65C ALC Elizabeth City 08-14-09
6602 MH-65C ALC Elizabeth City 08-14-09
6603 MH-65C CGAS Port Angeles 10-07-08
6604 MH-65C CGAS Savannah 07-08-10
6605 MH-65C CGAS New Orleans 06-27-10
6606 MH-65C CGAS Miami 04-07-10
6607 MH-65C CGAS Miami 06-30-10
6608 MH-65C CGAS Miami 07-02-10
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HC-130 Long Range Search Aircraft
Speed: 330 kts
Range: 4100 (H), 5500 (J) NM
Endurance: 14 (H), 21(J) Hours
Crew: 2 (O), 5 (E)
Sensors: Inverse Synthetic Aperture (ISAR) Radar, Electro-Optical/Infrared (EO/IR), SEI, AIS equipped
HC-130 aircraft provide long-range air coverage over the entire Coast Guard area of responsibility. Under the Deepwater plan, the primary role of these aircraft will be to meet the long range maritime patrol requirements in the vast Pacific Ocean areas that cannot be accomplished by the medium range surveillance (MRS) CASA aircraft. The LRS will additionally provide heavy air transport for Deployable Operations Group teams. The LRS will receive Chemical, Biological, Radiological, Nuclear and Explosive Detection and Defense (CBR D&D) capabilities that will allow for insertion of specialized teams into potential “hot” areas.
The HC-130H fleet is equipped with a Forward-Looking InfraRed/Electro-Optical/Low-Light TV (FLIR/EO/LLTV) turret-mounted camera system. This system provides a 360-degree field-of-view and high-resolution software magnification allowing use at standoff ranges. In addition, a DAMA-compatible MILSATCOM receiver is being installed. The FLIR/EO/LLTV interfaces with the HC-130H's AN/APS-137 Inverse Synthetic Aperture Radar (ISAR), allowing automatic direction of the FLIR system, reducing the operator workload for the tactical sensor operator. The 15xx series of HC-130H's is equipped to support the AN/APS-135 Side-Looking Airborne Radar (SLAR). Using the AN/APS-135, an area of over 100nm can be mapped on either side of the aircraft. This is especially useful in support of the International Ice Patrol and for tracking down sources of pollution.
The first missionized HC-130J was delivered on January 24, 2008. HC-130J modifications include: the proven multimode EDO EL/M 2022A(V)3 maritime surface search radar, mounted beneath the plane’s fuselage, and a nose-mounted APN- 241 weather radar, the electro-optical/infrared- FLIR Systems Star Safire III, DF- 430 UHF/VHF Direction Finder System, and SAAB Transponder Tech AB R4A Airborne Automatic Identification System (AIS).
HC-144A Ocean Sentry Medium Range Search Aircraft
Speed: 236 kts
Range: 1,565 NM (empty), 575 NM with cargo
Endurance: 8.7 Hours
Crew: 5 -- 2 (O), 3 (E)
Sensors: ISAR Radar, EO/IR, SEI, AIS equipped
Cost per unit: $33.5 million
Planned Quantity: 36
The EADS-CASA CN-235-300CG MRS is an essential, highly capable element of the revised Deepwater implementation plan. This fixed-wing turbo prop aircraft provides invaluable on-scene loitering capabilities and perform various missions, including maritime patrol, law enforcement, Search and Rescue (SAR), disaster response, and cargo & personnel transport. The Mission System Pallet is a roll-on, roll-off suite of electronic equipment that enables the aircrew to compile data from the aircraft's multiple integrated sensors and transmit and receive both classified "Secret"-level and unclassified information to other assets, including surface vessels, other aircraft, local law enforcement and shore facilities. With multiple voice and data communications capabilities, including UHF/VHF, HF, and Commercial Satellite Communications (SATCOM), the HC-144A will be able to contribute to a Common Tactical Picture (CTP) and Common Operating Picture (COP) through a networked Command and Control (C2) system that provides for data sharing via SATCOM. The aircraft is also equipped with a vessel Automatic Identification System, direction finding equipment, a surface search radar, an Electro-Optical/ Infra-Red system, and Electronic Surveillance Measures equipment to improve situational awareness and responsiveness.
The MRS will be the second logistical workhorse for the fleet (with the LRS), with the ability to conduct Air Transport for smaller personnel and parts loads around the U.S. and Caribbean basin.
HU-25 Guardian
Speed: 460 kts
Range: 2,250 NM
Endurance: Hours
Crew: 2 (O), 3 (E)
Sensors: ISAR Radar, EO/IR, SEI
The HU-25 Guardian is an American-built variant of the Dassault-Brequet Falcon 20 light-transport jet. A total of forty-one HU-25 jets were purchased by the USCG. At a later date, eight HU-25As were modified to the HU-25B standard and were equipped with the AIREYE surveillance system to detect pollution. Again, at a later date, an additional nine HU-25As were modified into the HU-25C Guardian Interceptor. These HU-25Cs were equipped with the AN/APG-66 Airborne Intercept Radar and were used in the drug interdiction role.
In 2000, the USCG began a series of upgrades to the HU-25 fleet. The upgrades produced two new variants; the HU-25C+ and the HU-25D. The HU-25C+ incorporates a variety of sensor upgrades. The AN/APG-66 was upgraded to an improved version providing greater detection range while reducing weight. In addition, a new Forward-Looking InfraRed/Electro-Optical/Low-Light TV (FLIR/EO/LLTV) provides a "wide-angle search, detection, classification, and identification" capability. This upgrade also incorporates a Tactical Work Station (TWS) similar to that on the HC-130H. The HU-25D was developed from the HU-25A. The HU-25A's AN/APS-127 radar was replaced with the AN/APS-143(V) Inverse Synthetic-Aperture Radar (ISAR) system. In addition, the HU-25D includes the same FLIR/EO/LLTV turret as the HU-25C+ and also incorporates the Tactical Work Station. A total of six HU-25Ds will remain in service.
The FY02 budget funded 17 operational airframes. Funding was provided to convert 6 HU-25A models to HU-25D models and all HU-25Cs were converted to HU-25C+ models. A May 2003 press release stated there were 9 C+ models and 6 D models active.
The Coast Guard plans to operate the HU-25 until 2014, but will begin phasing them out in 2009.
HH-60J/MH-60T Medium Range Recovery Helicopter
Speed 170 kts
Range: 600 NM
Endurance: 6 Hours
Crew: 2 (O), 2 (E)
Pax: 6 (Armed) 18 (Unarmed)
Sensors: Radar, EO/IR,
Armament: .50 Cal Sniper, M242 .60Cal Machine Gun
Cost per unit: $3.5 million
Quantity: 42
The revised Deepwater implementation plan retains and upgrades the Coast Guard’s existing fleet of HH-60s rather than acquire new MRR replacement aircraft. The original Deepwater baseline had notionally selected the smaller AB-139 as the MRR. This aircraft was determined to be unsuitable to meet the post 9/11 Airborne Use of Force and Vertical Insertion/Vertical Delivery mission requirements.
MH-60J Project:
The HH-60 was modernized with improved avionics and a new T700 turbine power plant. The hardened HH-60s received an Airborne Use of Force (AUF) package that provides the capability to fire warning and disabling shots from the air while providing for crew protection from small arms fire. When deployed from a Coast Guard flight deck-equipped cutter, this gives the cutter the ability to apply force against a maritime target up to 400NM away. The MRR additionally provides a Vertical Insertion and Vertical Delivery capability – the ability to deliver a 6-person interagency counter-terrorism or response team 200NM from a US shore or a Coast Guard flight deck equipped cutter.
MH-60T Project:
The MH-60T project was developed to enhance the multi-mission capabilities of the HH-60 aircraft. This project includes a number of upgrades to improve reliability and mission performance while also adding new capabilities such as the Electro-Optical/Infrared (EO/IR) Sensor System (ESS) and Airborne Use Force (AUF) package.
The ESS, manufactured by FLIR Systems Inc., is a variant of their “Talon” commercial EO/IR sensor. The ESS provides aircrews with enhanced search capabilities to locate, identify, and track surface targets day or night; a critical capability for both search and rescue and law enforcement missions.
Among the upgrades, Rockwell Collins’ Common Avionics Architecture System provides fully integrated flight and mission management capabilities. Using five multi-function display screens, aircrews can display radar and forward-looking-infrared data, monitor the Traffic Collision Avoidance System and view imagery fed into the cockpit from the rescue hoist camera. Enhanced radar and optical sensors also contribute to an improved common operating picture and maritime domain awareness.
The AUF package increases the MH-60T’s capability by equipping it with a 7.62mm machine gun to fire warning shots and a .50 caliber long range rifle for precise targeting, such as disabling outboard engines. The package also provides ballistic armor for aircrew protection and upgraded communications systems for better interoperability.
On December 8, 2004 HH-60J #6020 from CGAS Kodiak crashed into the Bering Sea during a rescue. A Navy SH-60F is being acquired to replace it.
The first MH-60T, CG 6027, completed modifications at ALC in December 2007. The program is expected to be complete by 2020 at a cost of $451 million.
The schedule for transition to MH-60T models is as follows:
September 2009 - CGAS Elizabeth City
2009 - CGAS San Diego
2010 - CGAS Cape Cod, CGAS Sitka
2011 - CGAS Kodiak, CGAS Astoria
2012 - CGAS Clearwater
2013 - ATC Mobile
On December 8, 2004 HH-60J #6020 from CGAS Kodiak crashed into the Bering Sea during a rescue. A Navy SH-60F was acquired to replace it and assigned #6043.
HH-65/MH-65 C/D Multi-Mission Cutter Helicopter
Speed: 160 kts
Range: 400 NM
Endurance: 4 Hours
Crew: 2 (O), 1 (E)
Pax: 3-4 (Armed) 4 (Unarmed)
Sensors: Radar, EO/IR
Armament: .50 Cal Sniper, M242 .60Cal MG
Cost per unit: $8.8 million
Quantity: 102
The H-65 Short Range Recovery helicopter was introduced to the U.S. Coast Guard in the mid-1980s, and is currently expected to remain in service through 2025.
The Coast Guard began the MCH Project in 2004 with the intent to increase, recapitalize and modernize its aging fleet of H-65 aircraft. The MCH Project grows the fleet by seven aircraft and provides the H-65 with a service life extension by replacing obsolete components with new technology–a digital Automatic Flight Control System, an integrated flight deck with sensor display screens, and a robust and effective C4ISR suite.
The program is broken up into six Discrete Segments:
Discrete Segment 1 (H-65/MCH Phase I)
In response to safety and reliability concerns, this segment focused on replacing the LTS 101 engines with Turbomeca Arriel 2C2CG engines and associated components. Re-engined aircraft are designated HH-65C. Other improvements include strengthened landing gear, a new 10-bladed tail rotor and drive shaft that will allow the HH-65 to to move horizontally to the left or right at 70 knots.
Discrete Segment 2 (National Capital Region Air Defense)
This segment provides a NCRAD mission capability mandated by DHS by increasing the fleet size from 95 to 102 aircraft. The Coast Guard’s role in the mission is to conduct helicopter operations in the National Capital Region to identify and intercept aircraft operating within the Washington, D.C. area.
Discrete Segment 3 (Airborne Use of Force)
This segment provides the Coast Guard with an organic Airborne Use of Force (AUF) capability provided in AUF packages. The A-kit includes night vision goggle/infrared-compatible formation flying lights and cockpit displays, and an upgraded hailing system, mounts and internal stowage for ammunition and weapons. The AUF B-kit adds ballistic armor for aircrew protection, one M240 7.62mm general purpose machine gun and one RC50 .50 cal. precision rifle. The B-kit also provides a pilot’s head-up display, night vision optics and a Forward Looking Infrared (FLIR) sensor.
The project also adds new communications systems –such as the AN/ARC-210 military satellite communications radio, AN/ARC-220 high frequency Automatic Link Establishment (ALE) radio, and the RT5000 multi-band radio, which connects an aircrew with federal, state & local law enforcement agencies and emergency services. The MCHs also will have a DF-430 direction finding system.
The new designation following these upgrades is MH-65C.
The MH-65C will additionally provide a Vertical Insertion and Vertical Delivery capability – the ability to deliver a 3-person interagency response team 50NM from shore or a Coast Guard flight deck-equipped cutter.
Discrete Segment 4 (H-65/MCH Phase II)
This segment will build upon the MH-65C configuration developed during Discrete Segment 3 and addresses obsolete aircraft “safety of flight” subsystems that are no longer economically supportable. The improvements include the replacement of the navigation system and six aircraft gyros with a dual digital embedded GPS/inertial navigation system aircraft will be designated MH-65D.
Flight testing on the first MH-65D, CG 6543, began in March at the Coast Guard Aviation Logistics Center in Elizabeth City, N.C. The MH-65D features a new flight navigation system which replaces the current compass, directional, yaw rate gyro systems, and GPS system. Initial Operating Capacity is expected to be reached during the 3rd quarter of FY10.
Discrete Segment 5 (Aircraft Ship Integrated Secure and Traverse)
In 2004, the Coast Guard decided that the Deepwater program, would be constructed with the ASIST system built by Indal Technologies, Inc. This discrete segment develops one prototype and nine additional ASIST-equipped H-65s that are compatible with the National Security Cutter for shipboard helicopter operations.
Discrete Segment 6 (H-65/MCH Phase III)
This segment is currently the final planned phase for H-65 upgrades. It addresses the remaining aircraft subsystem obsolescence issues and provides further enhanced capabilities, including replacement of the analog automatic flight control system with a digital system, a digital “glass” cockpit using common rotary wing avionics architecture, and digital weather radar.
The altitude record for an HH-65 rescue was set by CG 6514 in May 2007. An injured man was hoisted from a mountaintop in Washington from an altitude of 7,000 feet.
C-37 Gulfstream V
Speed: 459 kts
Range: 6,500NM
Pax: 19
A single VC-37A aircraft is assigned to Reagan National Airport to serve as a long-range command and control aircraft that can be used to provide transportation for high-level Coast Guard and Homeland Security officials. It is capable of nonstop flight to any location in the United States. It is known as Coast Guard 01 or 101. CG 01 is the only ACARS equipped CG aircraft and uses the ident "1".
C-143 Challenger
A Canadair CL-604 Challenger is based at Reagan National Airport. Known as a VC-143 Medium Range Command and Control Aircraft, it's onboard secure communications suite provides operational support for high-level Coast Guard and Homeland Security officials.
RU-38B Reconnaissance Aircraft
Speed: 62-168 kts
Mission Speed: 83 kts
Ceiling 30,000 feet
Crew: 3
The design of the RU-38B is optimized to perform surveillance missions. Because it is point designed to carry integrated sensor payloads, it achieves better mission performance at significantly lower costs than aircraft designed for passenger or cargo-carrying roles. By equipping the RU-38B with two turbine engines and a modular payload concept, the same basic airframe can be adapted for low altitude, “quiet” reconnaissance or high altitude, standoff surveillance roles.
The RU-38B reconnaissance aircraft evolved directly from the SA 2-37B design. The most important differences between the RU-38B and the SA 2-37B are: a) the addition of twin turbine engines in a pusher-puller configuration; b) additional payload weight and volume; and c) a larger crew compartment. Because the RU-38B will routinely operate at low altitudes over water or hostile terrain, the addition of a second engine is important for safety. The aft engine has a full-feathering propeller and will typically be shut down during the “quiet” surveillance mode. The aft engine is in reality a redundant engine available to reduce the risk in the event of engine failure and to provide higher cruise speeds during ingress and egress.
The RU-38B is a third generation system that is unique because of the following innovative features:
Covert operation: low noise signature
Twin-engine reliability: Rolls Royce 250 Series turbine engines
Integrated, palletized multi-sensor payload suite
Spacious cockpit with dedicated payload operator station
Flexible mission performance: long endurance and high/low altitude
Low infrared signature
Low costs: acquisition and operating
Sensors: The RU-38B features 140 cubic feet of dedicated payload volume and the ability to operate with 800 pounds of mission sensors. Because the large payload bays were designed to palletize sensors, the RU-38B can be rapidly converted from one mission to another with modularized payloads. Large access doors are provided to all payload bays. Payload sensors and mission avionics are located in both tailbooms and behind the pilot/co-pilot seats in the fuselage.
The RU-38B's primary mission applications include: border integrity protection, counter drug detection and monitoring, maritime patrol, counter-terrorism surveillance, electronic intelligence collection, fisheries patrol, environmental monitoring, and search and rescue. For many missions, the RU-38B will be equipped with a SAR or sea search radar, a forward looking infrared (FLIR) system, a low light level electro optical sensor, and communication intercept electronics. These sensors are fully integrated to maximize day/night detection and monitoring capability. Precise GPS position data is integrated into the payload operator’s display and the FLIR/EO imagery recorded on the RU-38B’s dual recording system. Down link of sensor data is an option. It can also serve as a relay platform for control of UAV’s or of signals from the ground or other aircraft. Mission effectiveness of the RU-38B results from its covert operating capability and integrated sensor suite. Mission flexibility results from its high/low altitude performance and modular payload concept.
Crew Station: The RU-38B crew station is spacious and designed to maximize the effectiveness of the sensor operator(s). The co-pilot in the left seat has full flight controls and can serve as the backup sensor operator with displays and controls for all payloads. As an option, the RU-38B aircraft can have a dedicated sensor operator station located behind the pilot and co-pilot seats.
Covert Operation: The RU-38B utilized many of the same accoustic signature reduction techniques that have proven to be so successful of the SA 2-37B. Low engine power levels are required to maintain cruise flight because of the high aerodynamic efficiency of the air vehicle. The engines have a specially designed reduction gear box so that the propeller speed can be reduced to as little as 1000 RPM. Both engine inlet and exhaust are quieted by proprietary, state-of-the-art techniques developed by Schweizer Aircraft. By reducing the noise signature of the RU 2-38B so that it will not be detected during loiter flight, the mission effectivity of the system is greatly enhanced.
Source: Schweizer Aircraft
Update 11-6-08: The planned delivery of two RU-38Bs earmarked to the USCG by Congress has been delayed to 2011. The aircraft currently lack any sensor and communications packages. Delivery had been expected in 2009. The aircraft are expected to be based in Miami and Puerto Rico.
Update 2-15-10: Delivery has been pushed back again at least until FY12. Follow-on funding for the project was cut from the FY11 budget request.
Unmanned Aerial Systems (UAS) Program
The Coast Guard has developed a UAS acquisition strategy to acquire both low-altitude, cutter-based, tactical UASs and mid-altitude, land-based, long range UASs. The UAS acquisition strategy emphasizes commonality with existing DHS and DoD programs.
In November 2008, the Coast Guard experimented with dry-fitting the Navy’s RQ-8 Fire Scout aboard the NSC. The tests, which did not involve launch and recovery from the cutter’s flight deck, showed that an unmanned aircraft could be loaded, moved, and hangered aboard the NSC.
In March 2008, the Coast Guard worked with U.S. Customs and Border Protection and the Air Force in a joint MQ-9 Predator B maritime flight evaluation. The tests built both services’ knowledge of land-based UAS operations in the maritime environment, including demonstration of multimode radar and electro-optical/infrared sensors.
The Coast Guard will be testing a prototype of the Predator B Guardian maritime variant unmanned aerial system at Cape Canaveral in January 2010. Sixteen test flights are planned for 2010. The Guardian has been modified from a standard Predator B with structural, avionics, and communications enhancements, as well as the addition of a Raytheon SeaVue Marine Search Radar and an Electro-optical/Infrared Sensor that is optimized for maritime operations.
Aircraft Crashes & Accidents
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(Since 1993)
July 7, 2010 - MH-60T # 6017 en route from Astoria, Oregon to Sitka, Alaska crashed into the water off James Island, WA at 9:32 a.m. after striking power lines with it's tail.
Three of four crewmembers were killed.
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April 29, 2010 - MH-65C # 6581 from CGAS Humboldt Bay crashed at the airport in Arcata at 10:55 a.m. The crew was conducting a training mission at the time of the incident.
All three aviators walked away from the incident.
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April 20, 2010 - HH-65C # 6523 crashed during a nighttime training evolution in southern Lake Huron at approximately 9:45 p.m. The helicopter crew was conducting nighttime hoist training with Station Port Huron when the aircraft crashed into the water.
All three crew members were able to safely exit the helicopter and were recovered by the crew of a Station Port Huron 41-foot utility boat.
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March 3, 2010 - MH-60T # 6028 crashed 40 miles southeast of Salt Lake City, Utah at 10:30am.
The helicopter was returning from the Winter Olympic Games in Vancouver. The aircraft refueled in Salt Lake City and planned on flying to Colorado it went down in the snow.
All five people on board survived the crash.
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November 17, 2009 - HU-25 # 2139 suffered a collapsed nose landing gear while landing at Eagle County Regional Airport in Gypsum, Colorado.
The Corpus Christi based aircraft had been conducting a training flight in the area. Upon landing, the crew noticed an abnormal vibration before the nose landing gear collapsed causing the aircraft to skid down the runway. The crew deployed a dragchute, which helped the Falcon decelerate and come to a stop 500 feet from the end of the runway.
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October 29, 2009 - HC-130H # 1705 collided with a Marine helicopter and crashed into the ocean 15 miles east of San Clemente Island off the coast of San Diego.
The Sacramento based aircraft was searching for an overdue 12-foot pleasure craft when there was a collision with a Marine Corps AH-1 Cobra helicopter at 1915 Pacific local time.
The seven man crew perished.
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September 4th, 2008 - HH-65C # 6505 crashed approximately five miles south of Honolulu International Airport.
The helicopter's crew had just completed search and rescue drills with a 47-foot motor lifeboat from Station Honolulu when it went down at 8:15 p.m. The Coast Guard was notified by the FAA and immediately launched a C-130 search plane from Air Station Barbers Point.
A crew on board an inbound Air Force C-17 to Honolulu International saw the Coast Guard helicopter go down and circled the site until a rescue boat from the Honolulu Fire Department could get on scene.
The four man crew perished.
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June 28, 2006 - HC-130H # 1710 suffered damage during landing on St. Paul Island, in the Bering Sea. The Kodiak based aircraft was on a logistics mission, transporting equipment. After the aircraft touched down, it departed the left side of the runway, damaging the right wing and separating one of the four propellers. The aircraft came to rest 50 yards left of the runway. There were no reported injuries to the nine Coast Guard personnel on board the aircraft.
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February 11, 2006 - HH-65B # 6546 from CGAS Humboldt Bay crashed into the surf off Eureak, CA while rescuing several persons in the water. The crew survived without injury. The helo washed ashore.
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December 8, 2004 - HH-60J # 6020 from CGAS Kodiak was evacuating crewmembers off the grounded Malaysian freighter Selendang Ayu off Unalaska Island when it was engulfed by a huge wave of water. The engines flamed out and the helicopter fell into the sea. An HH-65 rescued the three Coast Guard aviators, who were wearing survival suits, and one of the crewmen. After transporting the four crash survivors to Dutch Harbor, the HH-65 returned to hoist the 6020 rescue swimmer and Selendang Ayu master from the bow section of the sinking vessel.
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June 8, 1997 - HH-65A # 6549 from CGAS Humboldt Bay was responding to a sailing vessel taking on water at night in poor weather conditions and high seas. It is believed that the aircraft impacted the water while attempting to make an approach to the vessel. The four man crew perished.
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July 12, 1994 - HH-65A # 6541 from CGAS Humboldt Bay was responding to a grounded sailing vessel. It was dark and the weather was poor as the crew attempted to descend through the fog to assist the vessel in distress. The helicopter impacted the side of a cliff and the entire four man crew was lost.
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August 31, 1993 - HH-65A # 6594 from CGAS Brooklyn was delivering aids to navigation personnel and equipment to the Ambrose light tower. The helicopter landed short of the elevated helipad. The left main gear struck the edge of the pad, resulting in a rollover. The aircraft fell to the sea 100 feet below. Both pilots perished in the accident.
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