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Sikorsky S-67 Blackhawk
Sikorsky S-67 Blackhawk
Sikorsky S-67 Blackhawk
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The Sikorsky S-67 Blackhawk was a private-venture, prototype attack helicopter built in 1970 with Sikorsky Aircraft research and development (R&D) funds. A tandem, two-seat aircraft designed around the dynamic drive and rotor systems of the Sikorsky S-61, it was designed to serve as an attack helicopter or to transport up to eight troops into combat.

Key Information

Design and development

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AAFSS and S-66 bid

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The United States Army issued a request for proposals (RFP) for its Advanced Aerial Fire Support System (AAFSS) program on 1 August 1964.[1] Lockheed offered its CL-840 design, a rigid-rotor compound helicopter.[2] Sikorsky submitted the S-66, which featured a "Rotorprop" serving as a tail rotor but as speeds increased would rotate 90° to act as pusher prop.[3] The S-66 had short, fixed wings and was powered by a 3,400 shp (2,500 kW) Lycoming T55 turboshaft engine. The design was to have a speed of 200 knots (370 km/h) with the ability for 250 knots (460 km/h) for brief periods.[4]

The U.S. Army awarded Lockheed and Sikorsky contracts for further study on 19 February 1965.[1] On 3 November 1965, the Army announced Lockheed as the winner of the AAFSS program selection. The Army perceived Lockheed's design as less expensive, able to be available earlier, and that it would have less technical risk than Sikorsky's Rotorprop.[1]

S-67 development

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Lockheed's design soon ran into development problems and cost and timelines began to grow. Sensing an opportunity, Sikorsky offered an armed SH-3 Sea King (Sikorsky S-61) version. After further AAFSS problems, the company developed an intermediate, high-speed attack aircraft named the Sikorsky S-67 Blackhawk in 1970.[1][3][5] Design work on the S-67 began in November 1969 with manufacturing following in February 1970. The Blackhawk first flew on 20 August 1970.[6]

S-67 Blackhawk in head on view

The S-67 featured a five-bladed main rotor and tail rotor. The main rotor was taken from the S-61, but was modified to have a hub fairing, swept main rotor blade tips and a special "alpha-1" linkage which was added to the main rotor controls to increase collective pitch sensitivity and so extend the collective pitch range. The 20° swept main rotor blade tips help to overcome a phenomenon called sub-multiple oscillating track (SMOT) that causes variations in tip track at high Mach numbers.[5][7] These allowed the S-67 to achieve and maintain high cruise speeds. To reduce drag at high speed, the main wheels retracted fully into the stub wing sponsons. It had speed brakes on the wing trailing edges[8] that could be used to decrease speed or increase maneuverability.[3]

The S-67 was fitted with a moving map display, a hands-on-collective radio tune control, and night vision systems. Its armament included a Tactical Armament Turret (TAT-140) with a three barrel 20 mm (0.79 in) cannon, and could carry 16 TOW missiles, 2.75-inch (70 mm) rockets, or AIM-9 Sidewinder air-to-air missiles.[3] The Blackhawk was powered by two General Electric T58-GE-5 1,500 shaft horsepower (1,100 kW) engines.[9]

Operational history

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Evaluation and records

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The S-67 Blackhawk, along with the Bell 309 KingCobra, was put through a series of flight test evaluations in 1972 by the U.S. Army.[10] Neither aircraft was selected to replace the AH-56 Cheyenne. Instead, the Army chose to create the new Advanced Attack Helicopter program, which would lead to the AH-64 Apache several years later.

The S-67 performed a series of aerobatic maneuvers during its various marketing tours, including rolls, split-S, and loops. The S-67 was reputed to be very smooth and responsive, in spite of its size and speed.

Piloted by Sikorsky Test Pilots Kurt Cannon and Byron Graham, the S-67 established two E-1 class world speed records on 14 December 1970 by flying at 348.97 km/h (217 mph) over a 3 km (1.9 mi) course,[11] and 355.48 km/h (221 mph) on 15 to 25 km (9.3 to 16 mi) course on 19 December 1970.[12] These records stood for eight years.

As part of internal Sikorsky R&D efforts, in 1974, the S-67 had a 3.5-foot-diameter (1.1 m) ducted fan fitted instead of its original conventional tail rotor.[3] The S-67 with fan was tested over 29 flight hours to compare to the conventional tail.[13] In this configuration it reached a speed of 230 mph (370 km/h) in a test dive.[3] The original tail rotor and vertical tail fin were re-installed in August 1974.

Fatal crash and aftermath

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The lone S-67 prototype crashed while conducting a low-level aerobatic demonstration at the Farnborough Airshow on 1 September 1974. The crew misjudged their pitch in a low-level roll maneuver causing the nose to drop below the horizon: they attempted to recover from their inverted position by performing a Split S maneuver, but they were too close to the ground. The aircraft struck the ground in a level attitude and immediately burst into flames. Sikorsky test pilot Stu Craig died on impact, and test pilot Kurt Cannon died nine days later from his injuries.[14] Development work on the S-67 ceased after the accident.[9]

The U.S. Army later assigned the name Black Hawk to the Sikorsky UH-60 Black Hawk helicopter.

Specifications (S-67 Blackhawk)

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S-67 3-view

Data from Jane's all the World's Aircraft 1973–74[15] Illustrated Encyclopedia of Helicopters,[3] Attack Helicopter Evaluation[16]

General characteristics

  • Crew: 2
  • Capacity: (in a modified cabin up to 15 troops)
  • Length: 74 ft 4 in (22.66 m) overall ; 64 ft 9 in (19.74 m) fuselage only
  • Wingspan: 27 ft 4 in (8.33 m)
  • Height: 15 ft 0 in (4.57 m) to top of rotor hub ; 18 ft 0 in (5.49 m) with rotors turning
  • Aspect ratio: 8:1
  • Airfoil: root: NACA 4415; tip: NACA 4412
  • Empty weight: 12,514 lb (5,676 kg)
  • Gross weight: 14,000 lb (6,350 kg)
  • Max takeoff weight: 22,050 lb (10,002 kg)
  • Fuel capacity: 400 US gal (330 imp gal; 1,500 L) in two internal tanks plus optional 2 × 200 US gal (170 imp gal; 760 L) / 2 × 300 US gal (250 imp gal; 1,100 L) / 2 × 400 US gal (330 imp gal; 1,500 L) underwing drop tanks
  • Powerplant: 2 × General Electric T58-GE-5 turboshaft engines, 1,500 shp (1,100 kW) each
  • Main rotor diameter: 62 ft 0 in (18.90 m)
  • Main rotor area: 3,020 sq ft (281 m2) 5-blade main rotor, NACA 0012 section.

Performance

  • Maximum speed: 168 kn (193 mph, 311 km/h) at 18,000 lb (8,200 kg) AUW at sea level, ISA, clean
  • Cruise speed: 120 kn (140 mph, 220 km/h) economical
162 kn (186 mph; 300 km/h) maximum cruise
  • Never exceed speed: 200 kn (230 mph, 370 km/h)3 hours with 1,500 lb (680 kg) payload
  • Service ceiling: 17,000 ft (5,200 m)
  • Service ceiling one engine: 4,500 ft (1,400 m)
  • Rate of climb: 2,350 ft/min (11.9 m/s)

Armament

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Sikorsky S-67 Blackhawk

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from Grokipedia
The Sikorsky S-67 Blackhawk was an experimental twin-engine prototype developed by as a privately funded venture in the late , designed to showcase advanced high-speed performance for potential military applications. Initiated in November 1969 following Sikorsky's loss of the U.S. Army's Advanced Aerial Fire Support System (AAFSS) contract to Lockheed's AH-56 Cheyenne, the project was completed in just nine months for under $3 million, with its first flight occurring on August 20, 1970, at Sikorsky's facility in . The aircraft featured a narrow, low-drag measuring 3 feet 10 inches wide with a two-seat cockpit for pilot and gunner, retractable tricycle landing gear, and detachable 27-foot-4-inch stub wings that provided lift for improved maneuverability and served as mounting points for weapons and speed brakes—the first such aerodynamic devices on a . Powered by two T58-GE-5 engines each delivering 1,500 shaft horsepower, the S-67 had a 62-foot-diameter five-blade main rotor with 20-degree swept tips for reduced noise and drag, an all-moving for pitch control, and a large cambered vertical housing an experimental fan-in-fin anti-torque . It boasted impressive specifications, including an empty weight of 12,525 pounds, a of 22,050 pounds, a maximum cruise speed of 175 knots, and a range of 282 nautical miles with internal fuel, though it could exceed 200 knots in shallow dives. For armament, the S-67 could carry up to 7,000–8,000 pounds of ordnance on four underwing hardpoints and a chin-mounted turret, including 7.62 mm machine guns, 20 mm or 30 mm cannons such as the M197, 40 mm grenade launchers, 2.75-inch rockets, TOW anti-tank missiles, or Sidewinder air-to-air missiles, emphasizing its role in and anti-armor missions. During testing, it demonstrated exceptional agility, capable of performing loops, rolls, and split-S maneuvers, and set three international speed records for helicopters in December 1970: 191 knots over 15–25 kilometers, 188 knots over 3 kilometers, and up to 220.9 mph over short distances, records it held for eight years. The U.S. Army evaluated the prototype from May 25 to June 13, 1972, at , praising its speed and handling but ultimately selecting the Hughes AH-64 for production in the program. On September 1, 1974, the sole prototype crashed during a practice flight for the Farnborough Airshow, killing co-pilot Stu Craig on impact and pilot Kurt Cannon nine days later from injuries, due to the pilot's failure to recover from an excessive sink rate during a low-level roll maneuver, after which the program was canceled with only 598 flight hours accumulated. Though never produced, the S-67's innovations in rotor design, speed brakes, and high-performance dynamics directly influenced the subsequent series, including the UH-60 Black Hawk, which revived the name for a successful lineage.

Background and development

AAFSS program origins

The U.S. Army's Advanced Aerial Fire Support System (AAFSS) program emerged in the early 1960s amid growing recognition of helicopters' potential as dedicated weapon platforms, spurred by studies dating back to and the 1962 Howze Board recommendations that emphasized air mobility in combat. The escalation of the , particularly following the in August 1964, intensified the need for enhanced aerial fire support to counter emerging armored threats and provide suppressive fire for troop assaults, as initial UH-1 Huey gunships proved vulnerable and limited in anti-armor capabilities against potential NATO-style heavy tanks or North Vietnamese forces. This context drove the Army to seek a specialized, heavily that could operate in all weather and at night, serving as an escort for transport helicopters while delivering precise firepower. On August 1, 1964, the U.S. Army's Combat Developments Command (TRECOM) issued a Request for Proposals (RFP) for the AAFSS to 148 prospective contractors, aiming to develop a high-speed attack helicopter to fulfill anti-armor and close air support roles, ultimately intended to replace interim solutions like the UH-1B gunship and complement the emerging AH-1 Cobra. Key program goals included achieving a cruise speed of approximately 195 knots and a dash speed exceeding 200 knots (up to 220 knots), with the ability to hover out of ground effect at 6,000 feet in 95°F conditions, a ferry range of around 2,400 miles, and a 1,500-pound payload dedicated to armament. The aircraft was required to integrate advanced anti-tank missiles such as the TOW (Tube-launched, Optically-tracked, Wire-guided), alongside a 40mm grenade launcher, 2.75-inch rockets, and sophisticated fire control systems for stabilized, accurate engagement of targets. Proposals were due by November 24, 1964, with initial evaluations narrowing the field from 12 formal submissions to two finalists—Lockheed and Sikorsky—selected in February 1965 for the project definition phase. The Army's evaluation criteria prioritized technical feasibility and design innovation, low development costs, rapid availability for deployment, and adherence to Qualitative Requirements (QMR) for performance metrics like speed, endurance, payload, and weapon integration, ensuring the platform could provide organic gunfire support in contested environments. This competitive process directly prompted Sikorsky to develop its S-66 proposal as a response to the RFP.

S-66 proposal and competition loss

In response to the U.S. Army's 1964 Request for Proposals (RFP) for the Advanced Aerial Fire Support System (AAFSS) program, aimed at developing an advanced anti-armor attack helicopter, Sikorsky Aircraft submitted the S-66 proposal as a compound helicopter design. The S-66 featured a conventional articulated main rotor system, proven through millions of flight hours on prior Sikorsky models, paired with a two-man tandem cockpit for pilot and gunner. It incorporated stub wings for enhanced stability and offloading lift during high-speed flight, along with a novel "Rotoprop" tail rotor that swiveled 90 degrees in approximately three seconds to serve as an anti-torque device in hover and a pusher propeller for forward thrust in cruise. Key innovations in the S-66 included retractable to reduce drag and integrated bays for armament and systems, such as weapons and , emphasizing for the anti-armor role. The design projected a top speed of 260 knots, with a proposal cost of around $66 million for a program of ten prototypes, leveraging Sikorsky's experience from demonstrators like the S-61F, which had flown in May 1965. From an initial field of 12 to 20 competitors, the selected Sikorsky and Lockheed to submit formal proposals on August 11, 1965. On November 1965, Lockheed's CL-840—later designated the AH-56 —was chosen as the winner due to its advanced compound configuration with a system, demonstrated by the XH-51A's 235-knot performance, and perceived higher overall speed potential and innovation alignment with AAFSS goals. The S-66 was rejected primarily for being viewed as higher risk compared to Lockheed's approach, despite Sikorsky's emphasis on reliability and proven technology. The loss prompted an internal review at Sikorsky, highlighting needs for stronger government collaboration, full-scale demonstrations, and improved systems integration, ultimately influencing the decision to develop an independent demonstrator.

S-67 independent development

Following the loss of the Advanced Aerial System (AAFSS) with its S-66 proposal, Sikorsky drew lessons on the need for a to achieve higher speeds and maneuverability, prompting the company to pursue an independent project. Development of the S-67 Blackhawk began in November 1969 as a privately funded "" initiative, aimed at demonstrating Sikorsky's advanced rotor technology without reliance on an contract. Manufacturing commenced in February 1970, with the prototype completed in just nine months at a cost of under $3 million, achieved by reusing proven components from the SH-3 , including the rotors, engines, and drive train. The design emphasized high-speed performance and low-cost tactical capabilities, positioning the S-67 as a versatile capable of carrying up to 7,000 pounds of weaponry to attract future U.S. Army interest. The prototype's occurred on August 20, 1970, successfully validating the basic airframe's stability and integration of the reused dynamic systems.

Design characteristics

Airframe and rotor system

The Sikorsky S-67 Blackhawk featured a narrow, low-drag designed for high-speed performance, accommodating a cockpit for a two-person . The overall length measured 74 ft 1 in (22.6 m), with the fuselage itself spanning 64 ft 2 in (19.6 m), and the height reaching 16 ft 3 in (4.95 m). This streamlined structure incorporated sponsons for gear retraction and a sealed rotor pylon to minimize drag, drawing on components from the earlier SH-3 during its development phase. The aircraft's rotor system centered on a five-bladed main rotor with a of 62 ft (18.9 ), featuring swept tips at 20 degrees and hub moments to enhance stability during high-speed flight. Derived from the SH-3's design, the rotor used NACA 0012 modified airfoils, a -4-degree twist, and a bifilar absorber for reduced noise and . The , also five-bladed, had a of 10 ft 7 in (3.2 ) and was integrated into the left side of a large vertical for efficient antitorque control. The vertical also housed an experimental fan-in-fin anti-torque system. Swept stub wings with a span of 27 ft 4 in (8.3 m) provided supplemental lift and served as attachment points for armament, while incorporating speed for improved dive control and maneuverability. The tail assembly included a large vertical with cambered surfaces to bolster lateral stability, complemented by an all-moving horizontal stabilizer. The landing gear consisted of a retractable configuration, with main wheels housed in the sponsons to reduce aerodynamic drag and a non-retractable tailwheel for ground handling.

Propulsion and avionics

The Sikorsky S-67 Blackhawk was powered by two T58-GE-5 engines, each providing 1,500 shaft horsepower (1,119 kW) at takeoff rating, mounted side-by-side within the main rotor pylon to ensure and a combined maximum output of up to 3,000 shp. These engines, derived from the SH-3 , drove a shared optimized for high-speed tactical maneuvers. The aircraft incorporated integrated hydraulic and electrical systems adapted from the SH-3, supporting the powertrain and ancillary functions with dual-redundant hydraulics featuring primary and auxiliary servos. Advanced flight controls, including a stability augmentation system for pitch and yaw damping and a feel augmentation system providing variable control forces above 80 knots , were specifically tuned to manage the demands of the rotor configuration. The suite emphasized simplicity and mission effectiveness, incorporating basic inertial aids alongside a digitally tuned radio and for low-level operations. A moving map display was also evaluated for during nap-of-the-earth flight. Internal fuel tanks provided a standard ferry range of approximately 325 miles (523 km), with the design prioritizing short-radius tactical missions and compatibility for external auxiliary tanks to extend operational reach. The facilitated seamless integration with armament systems, such as the underwing TOW , enabling automated fire solutions during high-speed profiles.

Testing and evaluation

Initial flight tests and records

Following its on August 20, 1970, at Sikorsky's facility, the S-67 Blackhawk underwent an intensive series of initial flight tests to evaluate stability and expand its speed envelope. Engineers focused on the dynamic stability of the main system, which incorporated a bifilar vibration absorber and swept-back blade tips (20 degrees) to mitigate vibrations and effects at high speeds, achieving stable operation up to Mach 0.96 at the blade tips without adverse aerodynamic issues. These tests progressively pushed the aircraft's performance boundaries, confirming smooth response across a range of maneuvers and validating the low-drag design, including the sealed pylon and narrow , which contributed to enhanced high-speed aerodynamics. In December 1970, the S-67 set two (FAI)-certified world speed records for helicopters without auxiliary propulsion. On December 14, test pilots Kurt Cannon and Byron Graham achieved an average speed of 216.84 mph (348.97 km/h) over a 3 km course at . Five days later, on December 19, Cannon piloted the aircraft to 220.91 mph (355.49 km/h) over a 15-25 km course, surpassing previous benchmarks and demonstrating the S-67's potential as a high-speed tactical platform. Test pilots reported exceptional handling qualities during these early trials, describing the S-67 as smooth and highly responsive, capable of executing loops, rolls, and split-S maneuvers with ease. Cannon and Graham noted level flight speeds approaching 190 knots (218 mph) in sustained conditions, with the maintaining up to 3 g in maneuvers, aided by excellent visibility from the tandem cockpit. Concurrently, validation of the wing-mounted speed brakes—deployable in three seconds to add 28 square feet of drag—confirmed their effectiveness in 1970-1971 trials, doubling deceleration rates and increasing dive angles by 38 percent to improve combat maneuverability without compromising stability.

U.S. Army trials

The U.S. Army Aviation Systems Test Activity, based at , , conducted an evaluation of the Sikorsky S-67 Blackhawk in 1972 to assess its viability as an platform following the cancellation of the AH-56 Cheyenne program. The evaluation also assessed the as an alternative platform. The trials ran from May 25 to June 13, accumulating 26 hours of flight time primarily at Sikorsky's facility in , focusing on performance, handling qualities, stability, controllability, and mission suitability for anti-armor roles. Weapons integration and firing tests formed a key component, with the S-67 fitted with four XM159 rocket pods simulating TOW anti-tank missiles (nine 2.75-inch s per pod) on the underwing hardpoints, alongside rocket pods such as the XM159 for 2.75-inch s. Firing demonstrations with the rocket pods validated target engagement capabilities, while the helicopter was equipped with a chin-mounted Emerson TAT-140 turret housing a 20 mm M197 three-barrel for suppressive fire. These tests emphasized the S-67's anti-armor potential, including rapid acquisition and of ground targets using speed brakes to extend loiter time over objectives. Performance assessments confirmed the S-67's agility and speed, achieving level flight at 172 knots in clean configuration and demonstrating maneuvers up to 3.3 g, including banks, split-S turns, and loops that enhanced its survivability in contested environments. Building on prior speed records from initial tests, the helicopter exhibited responsive controls and low vibration in most regimes, though evaluators noted limitations in hover ceiling at 2,500 feet out-of-ground effect under gross weight. Integration with ground forces was simulated through tactical scenarios mimicking Vietnam-era , where the S-67's visibility and low-altitude handling supported coordinated anti-armor operations. Army feedback highlighted the S-67's strengths in speed, maneuverability, and weapons versatility, with a pilot stating, "The S-67 is very maneuverable, I experienced up to 3 gs and could easily bank and turn, split-S, and generally rack it around." However, 16 handling shortcomings were identified, including excessive control friction, inadequate self-centering, and vibration exceeding limits, alongside 39 total deficiencies impacting mission effectiveness. No production contract was awarded, as the cited high development costs for rectifying issues and opted instead for a clean-sheet program amid post-Vietnam budget constraints.

Operational incidents and legacy

1974 Farnborough crash

On September 1, 1974, the sole Sikorsky S-67 Blackhawk prototype crashed during a low-level display at the Farnborough Airshow in the , as part of its demonstration. The incident took place at 16:53 local time while the aircraft, registered N671SA, performed aerobatic maneuvers. Pilots Kurt Cannon (commander) and Stu Craig (copilot), both Sikorsky test pilots, initiated a low-level roll; however, the helicopter entered an uncontrolled descent at high , striking the in a level attitude with a high rate of descent before bursting into flames. Copilot Craig was killed on impact, and Cannon died from his injuries nine days later. The (AAIB) report determined the cause as the commander's failure to establish proper entry conditions for the roll maneuver, resulting in an aerodynamic stall from which recovery was not possible; no mechanical failure or was evident. The was totally destroyed, having logged 598 flight hours overall. Sikorsky subsequently terminated the program, absorbing the financial losses without constructing further examples, as no production contracts materialized.

Technological influence

The Sikorsky S-67 Blackhawk's design innovations, particularly its swept-back rotor blade tips angled at 20 degrees, significantly influenced the high-speed capabilities of subsequent Sikorsky helicopters, including the , by delaying effects, reducing vibration, and enabling higher forward speeds. The S-67's wing-mounted speed brakes, which increased drag by up to 100% and improved dive angles by 38%, enhanced maneuverability and combat accuracy, providing valuable data that informed aerodynamic refinements in later military designs. Additionally, the U.S. Army reused the S-67 designation "Blackhawk" (as one word) for its Utility Tactical Transport Aircraft System (UTTAS) program winner, the (two words), establishing a direct naming legacy that honored the prototype's pioneering role in development. The S-67's evaluation during the U.S. Army's trials contributed to the post-Vietnam shift toward multi-role helicopters, as the Army canceled the program in and pivoted to the (AAH) competition, ultimately selecting the in 1976. This transition emphasized versatile platforms capable of both and attack missions, with the S-67's advanced configuration—featuring stub wings—informing requirements for improved , stability, and armament integration in the AH-64's design. The S-67's flight tests advanced aerodynamics by demonstrating sustained high-speed performance, setting (FAI) Class E-1 records in 1970 for speeds of 191 knots over 15-25 kilometers and 188 knots over 3 kilometers, records that stood for eight years and highlighted advancements in blade tip and overall stability. These achievements provided empirical cited in subsequent FAI helicopter developments, contributing to broader understanding of high-Mach rotor limits without auxiliary . Although no direct production variants of the S-67 were built, its test data on systems like the fan-in-fin anti-torque device—tested to 200 knots in dives—was reused in Sikorsky's efforts through the , influencing commercial and projects such as the RAH-66 . The U.S. Army's evaluation by the Aviation Systems Test Activity further leveraged S-67 performance metrics to refine future specifications.

Specifications

General characteristics

The Sikorsky S-67 Blackhawk was a twin-engine, tandem two-seat designed for high-speed operations, with a consisting of a pilot and a co-pilot/gunner seated in an elevated aft position and forward position, respectively. Although primarily configured for roles, it featured a modified cabin capable of transporting up to six armed troops. Key weight specifications included an empty weight of 12,525 lb (5,681 kg) and a of 22,050 lb (10,002 kg), providing a useful capacity of approximately 7,000 lb (3,175 kg). Dimensional characteristics encompassed a main rotor of 62 ft (18.9 m), an overall length of 74 ft 1 in (22.6 m) including rotors, a fuselage length of 64 ft 2 in (19.6 m), a mast height of 15 ft (4.6 m), and a fuselage width of 3 ft 10 in (1.2 m). The design drew from the , incorporating its rotor, drive, hydraulic, and electrical systems in a new narrow .
CharacteristicValue
Crew2 (pilot and co-pilot/gunner)
CapacityUp to 6 armed troops
Empty weight12,525 lb (5,681 kg)
Max takeoff weight22,050 lb (10,002 kg)
Rotor diameter62 ft (18.9 m)
Overall length74 ft 1 in (22.6 m)
Fuselage length64 ft 2 in (19.6 m)
Height (mast)15 ft (4.6 m)
Fuselage width3 ft 10 in (1.2 m)

Performance and armament

The Sikorsky S-67 Blackhawk demonstrated impressive performance capabilities for its era, achieving a maximum speed of 191 knots during record-setting flights in 1970, while normal cruise speeds reached 145 knots. In clean configuration at normal rated power, level flight speeds were evaluated at 172 knots , with specific consumption enabling a range of approximately 282 nautical miles on internal tanks. The helicopter's service was estimated at 20,000 feet, supported by a of 2,000 feet per minute with both engines operational. Hover performance included an in-ground-effect of 9,700 feet and an out-of-ground-effect hover of 6,500 feet, with capacity for up to 7,000 pounds of arms and ammunition or external stores. The S-67's armament was designed for versatile anti-armor and air-to-air roles, centered on a chin-mounted Tactical Armament Turret (TAT-140) that could house a 20 mm M197 multi-barrel cannon with provisions for 500 rounds, alongside options for a 7.62 mm or 30 mm XM140 cannon. Stub wings provided four to six hardpoints for external stores, supporting up to 16 TOW anti-tank guided missiles in quadruple launchers or a mixed load of eight TOWs and four air-to-air missiles on wingtip rails. Additional configurations included up to eight rocket pods carrying 152 x 2.75-inch Hydra-70 rockets or provisions for extended TOW capacity to 24 missiles in proposed production variants, with a total external stores payload of up to 7,000–8,000 pounds. These systems were integrated to enhance mission flexibility, with speed brakes aiding weapon delivery accuracy during diving attacks as noted in U.S. Army evaluations.
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