HH60W

The Senate Armed Services Committee believes that the U.S. Air Force is currently unable to support combat search and rescue (CSAR) operations “in a major contingency.” Legislators say they are concerned about the CSAR force structure after the Air Force trimmed its buy of HH-60W Jolly Green II helicopters and also elected to transfer some of these aircraft to the so-called Air Force District of Washington (AFDW) mission set, as you can read about here. This comes on top of concerns that the HH-60W fleet isn’t well suited for the realities of a war in the Pacific while no better solution is being sought.

The Senate Armed Services Committee released a full copy of the proposed legislation earlier this week. In this, it states that it is “concerned about CSAR force structure” in the Air Force.

Up close with the HH-60W Combat Rescue Helicopter at Nellis AFB for The War Zone.

The importance of the Air Force CSAR mission, and the role of the HH-60W specifically, was underscored earlier this year when the type took part in efforts to rescue the crew of an F-15E Strike Eagle shot down in Iran.

Now, the committee points to the Air Force’s decision to truncate its buy of heavily modified HH-60Ws, followed by the transfer of 26 of these from CSAR units to the AFDW to replace UH-1N Twin Huey helicopters. AFDW uses these helicopters to support continuity of government plans, contingency response, homeland operations, and ceremonial honors in the National Capital Region. Under normal circumstances, the vast majority of AFDW missions involve VIP movements.

“The committee believes that these actions have left CSAR forces unnecessarily short of the forces needed to support CSAR operations in a major contingency,” the legislators say. The committee has now called upon the Secretary of the Air Force to conduct a study of CSAR requirements and capabilities, including HH-60Ws and HC-130J Combat King IIs, and provide a report briefing to Congress before the end of March 2027.

Until that study is completed, the committee has called upon the Secretary of the Air Force to avoid making any more changes in CSAR force structure.

The Air Force had once planned to replace its AFDW UH-1Ns with new MH-139A Grey Wolf helicopters, but revealed last year it was considering using HH-60Ws for this role instead. The Air Force’s proposed budget for the 2027 Fiscal Year confirmed that it was moving ahead with these plans.

As we have discussed in the past, the HH-60W will bring a substantial increase in speed, range, and payload capacity compared with the aging UH-1Ns now flying AFDW missions, while also outperforming the smaller, lighter MH-139 in each of those key metrics.

The Air Force’s current plan calls for development of the HH-60W AFDW variant to begin in Fiscal Year 2027, starting October 1, with the first aircraft entering modification the following fiscal year. Those reconfigured Jolly Green IIs would then begin replacing the increasingly outdated UH-1Ns assigned to the AFDW mission at Andrews Air Force Base (now part of Joint Base Andrews).

TWZ had previously raised the question of how the transfer of 26 HH-60Ws for the AFDW role might affect the operational capacity of the rest of the CSAR-focused fleet.

In particular, the Air Force has no plans to procure additional Jolly Green IIs despite the upcoming transfer.

As the Senate Armed Services Committee points out, the Air Force already decided to scale back HH-60W purchases, from an original program of record for 113 of the helicopters. The total planned fleet now stands at 91. This amounts to the CSAR fleet losing roughly 30 percent of its entire Jolly Green II fleet, the first of which began entering Air Force service in 2022.

The legislators point to the ongoing demand for CSAR capabilities, not just in lower-end conflicts such as the war with Iran, but especially in potential future high-end fights, such as one between the United States and China in the Pacific, where aircrew losses would be greater by an order of magnitude.

For years, TWZ has warned that the growing reach and sophistication of modern air defenses are calling into question the viability of traditional fixed-wing and helicopter CSAR missions. In a high-end conflict, especially against China in the Pacific, even stealth aircraft are expected to face significant risks inside contested airspace. The idea that a Black Hawk helicopter, no matter what is bolted onto it, is going to survive in that same environment is highly questionable, and that’s if it can even reach the rescue point at all. The distances involved in the Pacific are far greater than those in Europe or the Middle East, which the legacy CSAR fleet was largely optimized around.

Back in 2023, one of the Air Force’s senior procurement officers asserted that the HH-60W fleet would not be “particularly helpful in the Chinese area of operations” due to these reasons. The Air Force’s cuts to planned purchases of HH-60Ws reflected this reality, while other senior officials have acknowledged that the service will need to rethink how it carries out this critical mission in future wars. The issue is that the cuts didn’t result in other capabilities taking the HH-60W’s place, like uncrewed systems and tiltrotors. So now there is an emerging gap in CSAR capabilities, both in terms of new ones more aligned with the challenges of the Pacific and just any kind of CSAR capability at all. Turning a large portion of the HH-60W fleet into VIP transports certainly doesn’t help with problem.

For the time being, at least, the Air Force is heavily reliant upon its HH-60Ws, regardless of potential vulnerabilities. With orders for the Jolly Green II slashed, and more than two dozen examples slated to switch to another mission, it is perhaps not surprising that legislators want to know how the Air Force will be able to conduct CSAR in the future.

Contact the author: thomas@thewarzone.com

The U.S. Air Force has shared new details about how it will modify a subset of HH-60W Jolly Green II combat search and rescue (CSAR) helicopters to perform the so-called Air Force District of Washington (AFDW) mission set. AFDW HH-60Ws will be tasked with ferrying VIPs around the nation’s capital, as well as supporting continuity of government plans. In the latter role, the Jolly Green IIs will be poised to spirit senior U.S. officials and lawmakers to safety at a moment’s notice to ensure the federal government can continue to function even in the event of an attack or a similarly serious contingency. HH-60Ws were just in the news recently in relation to their primary CSAR mission, having taken part in efforts to rescue the crew of an F-15E Strike Eagle shot down in Iran.

The Air Force currently uses a fleet of aging UH-1N Twin Huey helicopters based at Andrews Air Force Base (technically now part of Joint Base Andrews) to perform AFDW missions. The service had initially planned to replace them with new MH-139A Grey Wolf helicopters, but revealed last year it was considering using HH-60Ws for this role instead. The Air Force’s proposed budget for the 2027 Fiscal Year, which was rolled out earlier this week, confirms that it is officially moving ahead with plans to supplant the UH-1Ns at Andrews with Jolly Green IIs. The service is still procuring and fielding MH-139s, primarily to help provide security around Minuteman III intercontinental ballistic missile (ICBM) silos.

“26 HH-60Ws will replace the UH-1Ns at Air Force District Washington (AFDW) to execute continuity of operations / continuity of government missions in the National Capital Region,” according to the Air Force budget documents. The term National Capital Region (NCR) refers to a larger area that surrounds Washington, D.C., proper.

The baseline HH-60W is a member of the extended H-60/S-70 Black Hawk family produced by Sikorsky, now a wholly-owned subsidiary of Lockheed Martin. The Jolly Green II has a number of distinct features in line with its primary CSAR mission, including a nose-mounted radar, an in-flight refueling probe, and a main cabin with a configuration optimized for the recovery of personnel, including individuals who may be injured. It also has provisions for mounted machine guns for self-defense, as well as launchers for decoy flares and chaff. The first HH-60Ws began entering Air Force service in 2022.

Up close with the HH-60W Combat Rescue Helicopter at Nellis AFB for The War Zone.

The AFDW “modifications include possible removal of components including, but not limited to, the following: Rescue Team Seat, Isolated Personnel Litter, Gun System, Chaff/Flare Buckets, and Doors/Floor Armor,” per the Air Force’s latest budget request. “In addition, this effort may include, but not limited to, the following modifications to the baseline HH-60W: ARC 210 Gen 6 radios, Infrared Countermeasure (IRCM) system, and alternate seating arrangement.”

Mention here of an IRCM system is worth highlighting. The integration of a built-in infrared countermeasure system onto the HH-60W, in general, has been a particular point of interest for the Air Force for years now. Various IRCM system designs are available on the open market today, all of which are intended to provide added protection against heat-seeking anti-air missiles. For helicopters, these systems provide a particularly valuable extra layer of defense against threats posed by shoulder-fired surface-to-air missiles, also known as man-portable air defense systems (MANPADS).

Earlier this month, the Air Force put out a contracting notice seeking information from contractors about their capacity to integrate either the Common Infrared Countermeasure (CIRCM) system or the AN/AAQ-45 Distributed Aperture Infrared Countermeasure (DAIRCM) system onto the HH-60W fleet. CIRCM is a U.S. Army-managed system now being installed on the service’s UH-60 Black Hawks, as well as other helicopter types within that service. The U.S. Navy manages the DAIRCM program, with those systems being integrated on a variety of helicopters across the U.S. military, including MH-60S Seahawks and VH-60Ns, the latter of which serve in the “Marine One” presidential airlift role. Northrop Grumman and Leonardo DRS are the prime contractors for CIRCM and DAIRM, respectively.

Common Infrared Countermeasures (CIRCM)

Leonardo DRS: IRCM Technology

As TWZ has pointed out in the past, it has also been curious that HH-60Ws did not come with an IRCM capability from the start, given the explicit dangers the helicopters have been expected to face when performing CSAR missions. The AN/AAQ-45 system was even previously integrated into the Air Force’s older HH-60G Pave Hawks, which the Jolly Green IIs are replacing.

The risks HH-60Ws face when performing their primary mission were put on full display during the recent rescue efforts in Iran following the F-15E shoot-down. Questions have been raised in the past about the continued utility of traditional helicopters like the Jolly Green II in the CSAR role, broadly speaking, especially in potential future high-end fights, such as one between the United States and China in the Pacific. Air Force officials have said previously that they have been exploring alternatives for retrieving downed aircrew from deep within contested environments, but details about what that might consist of have remained limited.

A separate Air Force contracting notice put out earlier this month also provides additional details about the planned AFDW cabin configuration for the HH-60W.

“The AF [Air Force] will remove several components from the baseline 60W to allow for the installation of passenger seats for AFDW. Seating is required for 11 passengers,” that notice explains. “Seating must meet applicable crash and safety requirements including emergency egress.”

The “reconfiguration of [the] interior layout to accommodate [the] seating” will also be done in a way that allows for “preserving critical CSAR equipment (rescue hoist, defensive weapons, medical stations)” that the helicopters will still need for their new role.

Just in terms of general speed, range, and payload capacity, the HH-60W will offer a major boost in capability over the UH-1Ns that perform AFDW missions today. The Jolly Green IIs also offer advantages in this regard over the smaller and lighter MH-139s.

In addition, the Air Force has not indicated any plans to eliminate the HH-60W’s aerial refueling capability as part of the AFDW modifications. Neither the UH-1N nor the MH-139 is capable of being refueled in flight.

Combat Rescue Helicopter Successfully Executes Major Test Milestone: Aerial Refueling

All of this could be particularly valuable during continuity of government taskings in the very busy and otherwise complex skies over the NCR. The airspace around Washington, D.C., is also the most densely defended and heavily monitored anywhere in the United States. This was all highlighted in the fatal mid-air collision involving an Army UH-60 Black Hawk and a PSA Airlines Bombardier CRJ700 regional jet in January 2025. The Black Hawk, assigned to a unit at Davison Army Airfield in Virginia, had been conducting a continuity of government training flight.

As TWZ wrote at the time:

The flights could come at any time, including in the dead of night, and, depending on the circumstances, might face a host of other complex environmental factors and other challenging conditions. Power outages could put additional emphasis on the need to use night vision goggles, which impose limits on situational awareness. Attacks involving nuclear, chemical, or biological weapons would prompt the need to wear other bulky protective gear. In the outright rush to evacuate key personnel, the airspace would be filled with large numbers of aircraft, as highlighted by large COG exercises the 12th Aviation Battalion regularly conducts involving dozens of its helicopters.

As is made clear here, Air Force HH-60Ws would not be the only helicopters zooming around the NCR during a continuity of government scenario, either. Marine Helicopter Squadron One (HMX-1), best known for operating helicopters in the Marine One role, would also be involved. Helicopters belonging to the U.S. Park Police, as well as various other law enforcement and civilian agencies, would also have a role to play. You can read more about this here.

Military and police helicopters land at the US Capitol this evening.

As mentioned earlier, the AFDW mission set also includes performing more routine VIP airlift sorties on a daily basis.

There is a question of what modifying 26 HH-60Ws for the AFDW role might mean for the operational capacity of the rest of the CSAR-focused fleet. The Air Force’s 2027 Fiscal Year budget request does not show any plans to procure additional Jolly Green IIs to meet this new need in the nation’s capital. Years ago, the service already made the decision to scale back purchases of HH-60Ws, down from an original program of record for 113 of the helicopters. The total planned fleet size now looks to be 91, per the recently released budget documents. Without the acquisition of more Jolly Green IIs, this would mean that roughly 30 percent of the entire fleet is set to be re-roled away from the dedicated CSAR mission.

“It is more cost effective to modify previously procured HH-60Ws contained in back up inventory than to procure additional MH-139A aircraft,” an Air Force spokesperson had told Air & Space Forces Magazine last year when asked about the Air Force’s evolving plans for the AFDW mission set.

As it stands now, per the service’s latest budget request, the Air Force is looking to kick off formal development of the AFDW configuration for the HH-60W in Fiscal Year 2027, which begins on October 1 of this year. The goal is then to start refitting Jolly Green IIs for this role in the 2028 Fiscal Year.

Once modified, the specifically configured HH-60Ws will then begin taking over critical AFDW missions from the aging UH-1Ns at Andrews.

Contact the author: joe@twz.com