UH-60 Black Hawk Cargo Drone With Clamshell Nose Breaks Cover (Updated)
Sikorsky has unveiled a new, fully uncrewed version of the Black Hawk helicopter with a completely transformed front end that swaps out the cockpit for clamshell doors. Depending on how it is configured, what has been dubbed the U-Hawk can move thousands of pounds of outsized cargo internally and slung underneath, deploy uncrewed ground vehicles, and fire dozens of “launched effects” like surveillance and reconnaissance drones and loitering munitions.
A U-Hawk demonstrator, converted from an ex-U.S. Army UH-60L, is on display at the Association of the U.S. Army’s (AUSA) main annual conference in Washington, D.C., which opened today and at which TWZ is in attendance. Sikorsky, now a Lockheed Martin subsidiary, also refers to the design as the S-70 Unmanned Aircraft System (UAS), with S-70 being the company’s internal model number for H-60 variants.
The U-Hawk leverages the company’s past work on a Pilot Optional Vehicle (OPV) version of the Black Hawk, which has been flying for years, as well as its MATRIX autonomy flight control software. Development of MATRIX first began more than a decade ago and was buoyed early on by support from the U.S. Defense Advanced Research Projects Agency (DARPA) through the Aircrew Labor In-Cockpit Automation System (ALIAS) program.

“A lot of our customers said, hey, I need to be able to move things into theater, and I need to be able to move them in mass. And a lot of the drones out there may be able to carry 100 pounds, may be able to carry 500 pounds,” Rich Benton, Sikorsky Vice President and General Manager, told TWZ and other outlets during a press call earlier this month. “We look introspectively, what do we have? Well, we actually have an autonomous Black Hawk today, our OPV, optionally piloted. But why couldn’t we just take the cockpit out of that and make that a UAS?”

“We conceived this idea [the U-Hawk], believe it not, at the last AUSA, talking to some of the folks from the Army and other services,” Igor Cherepinsky, Sikorsky Innovations Director, also told TWZ and other outlets during a separate call ahead of the opening of today’s conference. “We procured the [underlying UH-60L] aircraft towards the beginning of this year.”
It took Sikorsky roughly 10 months to go from “concept to reality,” according to a company press release. The goal is for it to take flight for the first time next year. The U-Hawk has, so far, been an internally funded effort.
The U-Hawk adaptation of the Black Hawk does do much more than simply remove the pilots and offers significantly greater capability than crewed versions for certain missions. The design also features a different hardware backend for the MATRIX autonomy package and a revised fly-by-wire control system compared to the previous OPV Black Hawk, which we will come back to later on.
Still, the most eye-catching features of the new uncrewed version are its new front section and revised internal arrangement.
“We have completely removed the cockpit, the pilot, and also the crew chief stations of the aircraft,” Ramsey Bentley, Sikorsky Advanced Programs Business Development Director, explained while speaking alongside Cherepinsky. “This gives us the entire cabin and cockpit area for either a logistics operation or mission support operations.”

Sikorsky says the U-Hawk will also be able to “self-deploy” out to a range of 1,600 nautical miles and have a total unrefueled endurance of 14 hours. The press release today also says the uncrewed Black Hawk can “carry internal fuel tanks for increased range or extended time on station,” but it is unclear if this is required to meet the stated range and endurance figures, although that seems likely. Increased range while carrying a useful payload still opens up significant new opportunities, especially for operations across the broad expanses of the Pacific, but also elsewhere.
Payload-wise, Sikorsky expects the uncrewed Black Hawk to be able to carry up to 7,000 pounds internally or 9,000 pounds slung underneath, or a mix of both up to a maximum rating of 10,000 pounds. The company says this is roughly in line with the payload capacity, by weight, of a standard crewed UH-60L. For helicopters, in general, the maximum allowable payload on any particular sortie is also heavily dependent on environmental factors like altitude and temperature.

The U-Hawk’s revised configuration gives it approximately 25 percent more physical space inside for cargo and/or other payloads compared to existing UH-60 variants. This is important as payloads often have dimensional restrictions, as well as weight-based ones. Some cargoes that would have been previously slung underneath could be carried internally, which would drastically increase the range at which they could be delivered.
“The payload, I think, is what really distinguishes this from competitors. … So one can start to imagine the missions that that U-Hawk can begin to solve,” Beth Parcella, Sikorsky Vice President of Strategy and Business Development, noted while speaking together with Vice President and General Manager Benton. “Everything from delivering swarms of drones, from launched effects ‘quivers,’ carrying cargo in a contested logistics environment, driving on and off uncrewed ground vehicles, operating in a counter-UAS function, [and] roll-on and roll-off of supplies.”
“So there’s a tremendous amount of flexibility with this aircraft,” she added.
When it comes to “launched effects,” or LEs, this is a catch-all term that the U.S. military currently uses to refer to uncrewed aerial systems that can be fired from other aerial platforms, as well as ones on the ground or at sea. Sikorsky and its parent company, Lockheed Martin, are currently using the Army’s requirements for three tiers of short, medium, and long-range launched effects as a baseline for the development of the launch ‘quivers’ and what gets loaded in them. LEs in all three categories could be configured to perform surveillance and reconnaissance and electronic warfare missions, as well as be employed as loitering munitions or act as decoys.

“What this quiver does is, depending upon the size of the launched effect, it’s able to hold 24 to 50 different launched effects in the back of the aircraft,” Bentley said. “The quiver is actually designed for what would be the Army short-range and medium-range-sized LEs. The long-range [ones] probably ends up going out on the [stub] wing, like you’ve probably seen [in] some other demonstrations.”

Bentley also noted that the quivers will be able to carry mixed loads of different types of LEs at once, including types developed by other companies.
Parcella did not elaborate on the potential “counter-UAS function” for the U-Hawk, but indicated that it could be tied to its launched effects capabilities. The U-Hawk might be able to carry other types of weaponry, as well as electronic warfare systems, that could be employed against hostile drones, as well as other targets.

As noted, general cargo-carrying is also envisioned as a key role for the uncrewed Black Hawk. Sikorsky says the U-Hawk will be able to carry up to four U.S. military-standard Joint Modular Intermodal Containers (JMIC), spread between the main cabin and slung underneath, compared to the two that existing Black Hawk variants can lug around today. It will also be able to carry a single one of the standard ammunition ‘pods’ used in the M270 Multiple Launch Rocket System (MLRS) and M142 High Mobility Artillery Rocket System (HIMARS), as well as a pair of Naval Strike Missiles (NSM) in their launch canisters, according to today’s press release. The Army operates both the M270 and M142. The Marine Corps has HIMARSs, as well, and is also fielding NSM in a ground-launched configuration.

The U-Hawk’s clamshell doors allow for the loading and unloading of cargo even while the rotors are still turning. There is also a folding ramp to help ease the process, as well as allow for the deployment of UGVs.

All of “this is designed to do direct support of the maneuver commander. So, as the Army is conducting an air assault, you would envision the U-Hawk flying ahead of the soldiers,” Bentley explained. “As the U-Hawk comes into the landing zone area, first it dispenses launched effects out of the sides of the aircraft, out of our launched effects quiver. And then it lands, it disembarks the UGV, and then the aircraft departs. And this is done ahead of any soldiers putting boots on the ground.”

“You’ve probably heard about Gen. [James] Rainey, the AFC [Army Futures Command] commander, talking about metal-on-metal first contact,” Bentley said. “This is Sikorsky focused on that commander’s need, the soldiers’ need, to put these launched effects, UGVs, and UAS in the battle space, ahead of us, putting soldiers in harm’s way.”
The U.S. Army and U.S. Marine Corps are also both especially interested in using vertical takeoff and landing-capable uncrewed aircraft for logistics missions, including the resupply of forces in higher-threat areas. The Marines are already pursuing a multi-tier family of Aerial Logistics Connector (ALC) platforms, and have started to field drones to meet the lowest-end Tactical Resupply Unmanned Aircraft System (TRUAS) requirement.
Bentley also said the company envisions U-Hawks performing non-military missions, including supporting wildfire fighting and disaster relief operations. A number of civilian operators already fly crewed H-60 variants in these roles.

Regardless of the missions it is configured for, Sikorsky is designing the U-Hawk to provide all of its capabilities with minimal training and sustainment requirements. Sikorsky says individuals without aviation-specific skill sets can be readily trained to operate the uncrewed Black Hawk via touchscreen tablet-like devices. The MATRIX system has a demonstrated ability to get platforms like the OPV Black Hawk between set waypoints in a highly autonomous manner.

“Upshot of this is that you can operate this aircraft with a minimally trained operator, and a tablet, if that’s what you want. We [are] obviously also providing a way to be integrated into [a] bigger airspace picture, be it civil or military airspace, where one can exercise more control over the aircraft,” Cherepinsky explained. “If you tell it to go from airport A to airport B, for example, and it knows it’s in civil airspace, it will take the right routes, follow the right civil procedures. If it knows it’s a military airspace, it will do what it thinks is right for the military airspace.”
“In some cases, [it] may not be what exactly — what you want. So, we’re providing this level of adjustable autonomy where you can have a local operator on the ground, for example, operating the aircraft as a crane, right, moving around the field, moving things around the field, loading the aircraft,” he added. “You can hand it off to a more central UAS command, where they have a lot more fine detail over … speeds, altitudes, and whatnot. It’s really, really up to our customer how they want to operate these vehicles.”

Sikorsky is also presenting U-Hawk as a very cost-effective option, even compared to what it previously demonstrated with the OPV Black Hawk.
“Our S-70 OPV aircraft has been flying for a number of years,” Cherepinsky said. “It’s optionally piloted. It’s [a] human-rated fly-by-wire system. It’s our autonomy system. It comes at a certain price point.”
He pointed out that many of the systems of the OPV demonstrator utilized available components sourced from existing suppliers rather than ones designed with that aircraft specifically in mind. This included the hardware used to run the MATRIX system, which he described as being more than what Sikorsky necessarily wanted or needed for that application. As he mentioned, the systems also had to meet standards for an aircraft designed to carry humans, which is not something U-Hawk has to take into account at present.
“On the U-Hawk, we actually did a lot more vertical integration,” according to Cherepinsky. “We designed our own vehicle management computers, our actuation, and the price point of the entire system, not just the aircraft, is much, much lower. As an example, our vehicle management computers are 10s of 1000s of dollars, not hundreds, as they are on a human-rated aircraft.”
The current cost proposition for the U-Hawks also includes savings from reusing existing UH-60L airframes. The U.S. Army has been steadily retiring these versions and selling them off as it acquires newer, more capable M variants. The Army had been working to bring some 760 L models up to an improved standard called the UH-60V, but axed plans for further conversions last year as part of a larger shakeup in the service’s aviation priorities. As such, hundreds more UH-60Ls are expected to become available in the coming years. Other older H-60s that could be turned into uncrewed versions might become available as other operators around the world begin upgrading their fleets, as well.

“We certainly can [build all-new U-Hawks]. It all depends on the economics and price point,” Cherepinsky said.
It is worth noting that the U.S. Army is currently envisioning future air assaults, especially in the context of a potential future high-end fight with China in the Pacific, stretching over distances beyond what the U-Hawk could cover. The ongoing war in Ukraine also continues to offer particularly good examples of how growing threat ecosystems are increasingly imposing significant operational limitations on the use of crewed helicopters. The pursuit of launched effects within the Army and elsewhere across the U.S. military directly reflects increasingly more capable and long-range adversary anti-air capabilities. The Army also notably canceled plans to acquire a Future Attack Reconnaissance Aircraft (FARA), which was set to be a crewed helicopter of some kind, last year, citing threat concerns and plans to focus more on uncrewed platforms.
“So, I’ll tell you up front, I can’t be specific on the things we’re doing to address survivability. And survivability has been an issue for aviation, for vertical aviation, for a long time,” Benton said during the previous press call in response to a direct question from this author about what might be in the works to help uncrewed and crewed Black Hawks address growing threats going forward. “We are leveraging the entire power of Lockheed Martin … what is [sic] the technologies that Lockheed Martin has and can bring to bear to provide survivability on those aircraft. Those are the things we’re continuing to look at.”

At the same time, crewed helicopters are not going away, and tradeoffs will have to be made. For many missions, the U-Hawk removes the biggest risk factor in terms of combat losses, a human crew, while also offering a significant boost in some capabilities. The uncrewed Black Hawk also proposes a way to do all of that at a lower cost that also leverages extremely well-established logistics and sustainment chains. This is particularly significant for the U.S. Army, which expects to continue flying H-60s on some level through at least 2070.
U-Hawks could also take over certain missions in lower-threat environments from crewed platforms, presenting the potential for additional operational flexibility and cost benefits. Being able to autonomously move even a few hundred pounds of critical cargo, such as spare parts, between far flung and remote locations separated by many hundreds of miles, without the need for a fully qualified aircrew, could be a boon even in lower threat areas. The fact that it can move much larger loads internally, without the range penalties of sling loading, is an even bigger sell. All this could be done without adding a new type to the Army’s shrinking helicopter fleet and leveraging the H-60/S-70’s global supply chain is also a very attractive factor, as well. Those same attributes underscore the sales potential of the uncrewed Black Hawk to non-military operators, too.
“We’re really excited. And honestly, some of us are thinking, gosh, why didn’t we think about this five years ago?” Parcella said on the press call earlier this month.
Update:
We got a walk-around tour of the U-Hawk on the floor of the Army Association’s symposium, check it out here.
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