Sikorsky HH-53B Super Jolly Green Giant
As the 1960s dawned, the US Marine Corps needed a replacement for the Sikorsky HR2S (CH-37) Mojave that served as the USMC's primary heavy-lift helicopter. In 1962, the USMC issued a requirement for a new helicopter with a range of 120 miles and a capacity of 8000 pounds. Sikorsky responded with an expanded version of their S-61/CH-3, and fought off stiff competition from Boeing Vertol's CH-47 Chinook to win the contract. Named the S-65 by Sikorsky, the USMC named it the CH-53A Sea Stallion. The first entered service in 1966.
At about the same time, the USAF was also interested in acquiring a new heavy helicopter for combat rescue duties. Though the USAF was satisfied with the HH-3E Jolly Green Giant in the combat search and rescue (CSAR) role, the prospect of a larger helicopter that could fly further and faster, and carry more equipment and crew, would relieve some of the pressure on the overworked Jolly Green crews. After testing two Marine CH-3As, the USAF ordered a batch as the HH-53B. This was significantly different than the Marine version: it was heavily armored, armed three Minigun 7.62mm gatling guns for defense, and was equipped with a rescue hoist and air refueling probe. Naturally, because the S-65 design was something of a "suped-up" Jolly Green Giant, the HH-53B was quickly dubbed the Super Jolly Green Giant. The first HH-53Bs reached Vietnam in late 1967; they were quickly supplemented by the slightly improved HH-53C.
The "Super Jollies" were to quickly make their mark. Dozens of American pilots owed their lives to Jolly Green crews (who never had to buy their own drinks), and the Super Jolly Green was able to get into North Vietnam deeper than the HH-3s. They were used in the famous Son Tay Prison Raid of 1970, in the rescue of Captain Roger Locher after an epic 23-day odyssey in North Vietnam, and the final act of the Vietnam War, the rescue of the SS Mayaguez off Cambodia in May 1975.
Since the HH-53s were a superior helicopter, the fleet took over most of the CSAR duties from the HH-3 force. A lesson learned in Vietnam was that CSAR operations were greatly restricted in bad weather and at night. With this in mind, the HH-53 fleet was upgraded to Pave Low III standard. This was essentially a new helicopter, with FLIR, a modified A-7 Corsair II radar, and additional avionics. Because the USAF also took over the role of inserting US Army Special Forces units after the disastrous Operation Eagle Claw in 1980, it was redesignated MH-53M as a "special duties" helicopter. In 1986, it was upgraded even further with the addition of GPS and uprated engines, creating the MH-53J.
The ultimate Jolly Green would be the MH-53M Pave Low IV. This included all of the MH-53J upgrades, but included datalinks to satellites, ground forces, and battlefield surveillance radar aircraft such as the E-8 JSTARS. Updated nearly in real time, this allowed MH-53Js to avoid any enemy concentrations.
Both the Pave Low III and IV were used in both Gulf Wars, and in Afghanistan, where its performance in "hot and high" and near blackout conditions was invaluable. By 2008, however, the MH-53M force was simply getting too old. Most had been flying since Vietnam. The USAF retired the type that year in favor of the HH-60L Blackhawk and the MV-22B Osprey.
The 40th Aerospace and Recovery Squadron (ARRS) flew the HH-53B Super Jolly Green Giant from 1968 and 1976, in the SAR role from Korat RTAFB. The squadron paid for their bravery, losing no less than eight helicopters during the Vietnam War, but 40th HH-53 crewmembers were thrice awarded the Air Force Cross. Today, the 40th ARRS is known as the 40th Helicopter Squadron, and flies from Malmstrom AFB; this model is part of a historical display for the squadron.
This HH-53 wears then standard Southeast Asia camouflage; this angle shows the rescue hoist on the starboard side of the helicopter. A "Rescue" stripe is carried on the tail.
Sikorsky HH-53B Super Jolly Green Giant
As the 1960s dawned, the US Marine Corps needed a replacement for the Sikorsky HR2S (CH-37) Mojave that served as the USMC's primary heavy-lift helicopter. In 1962, the USMC issued a requirement for a new helicopter with a range of 120 miles and a capacity of 8000 pounds. Sikorsky responded with an expanded version of their S-61/CH-3, and fought off stiff competition from Boeing Vertol's CH-47 Chinook to win the contract. Named the S-65 by Sikorsky, the USMC named it the CH-53A Sea Stallion. The first entered service in 1966.
At about the same time, the USAF was also interested in acquiring a new heavy helicopter for combat rescue duties. Though the USAF was satisfied with the HH-3E Jolly Green Giant in the combat search and rescue (CSAR) role, the prospect of a larger helicopter that could fly further and faster, and carry more equipment and crew, would relieve some of the pressure on the overworked Jolly Green crews. After testing two Marine CH-3As, the USAF ordered a batch as the HH-53B. This was significantly different than the Marine version: it was heavily armored, armed three Minigun 7.62mm gatling guns for defense, and was equipped with a rescue hoist and air refueling probe. Naturally, because the S-65 design was something of a "suped-up" Jolly Green Giant, the HH-53B was quickly dubbed the Super Jolly Green Giant. The first HH-53Bs reached Vietnam in late 1967; they were quickly supplemented by the slightly improved HH-53C.
The "Super Jollies" were to quickly make their mark. Dozens of American pilots owed their lives to Jolly Green crews (who never had to buy their own drinks), and the Super Jolly Green was able to get into North Vietnam deeper than the HH-3s. They were used in the famous Son Tay Prison Raid of 1970, in the rescue of Captain Roger Locher after an epic 23-day odyssey in North Vietnam, and the final act of the Vietnam War, the rescue of the SS Mayaguez off Cambodia in May 1975.
Since the HH-53s were a superior helicopter, the fleet took over most of the CSAR duties from the HH-3 force. A lesson learned in Vietnam was that CSAR operations were greatly restricted in bad weather and at night. With this in mind, the HH-53 fleet was upgraded to Pave Low III standard. This was essentially a new helicopter, with FLIR, a modified A-7 Corsair II radar, and additional avionics. Because the USAF also took over the role of inserting US Army Special Forces units after the disastrous Operation Eagle Claw in 1980, it was redesignated MH-53M as a "special duties" helicopter. In 1986, it was upgraded even further with the addition of GPS and uprated engines, creating the MH-53J.
The ultimate Jolly Green would be the MH-53M Pave Low IV. This included all of the MH-53J upgrades, but included datalinks to satellites, ground forces, and battlefield surveillance radar aircraft such as the E-8 JSTARS. Updated nearly in real time, this allowed MH-53Js to avoid any enemy concentrations.
Both the Pave Low III and IV were used in both Gulf Wars, and in Afghanistan, where its performance in "hot and high" and near blackout conditions was invaluable. By 2008, however, the MH-53M force was simply getting too old. Most had been flying since Vietnam. The USAF retired the type that year in favor of the HH-60L Blackhawk and the MV-22B Osprey.
The 40th Aerospace and Recovery Squadron (ARRS) flew the HH-53B Super Jolly Green Giant from 1968 and 1976, in the SAR role from Korat RTAFB. The squadron paid for their bravery, losing no less than eight helicopters during the Vietnam War, but 40th HH-53 crewmembers were thrice awarded the Air Force Cross. Today, the 40th ARRS is known as the 40th Helicopter Squadron, and flies from Malmstrom AFB; this model is part of a historical display for the squadron.
This HH-53 wears then standard Southeast Asia camouflage; this angle shows the rescue hoist on the starboard side of the helicopter. A "Rescue" stripe is carried on the tail.