US Army orders 16 new UH-60M Black Hawk helicopters from Sikorsky in $234 million deal
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The U.S. Army awarded Lockheed Martin subsidiary Sikorsky a $234.46 million contract modification on September 17, 2026, to produce 16 new UH-60M Black Hawk helicopters. This fixed-price-incentive modification brings the cumulative value of the procurement action to $356.25 million with a scheduled completion date of June 30, 2028. The acquisition sustains production momentum and fleet modernization requirements ahead of future multiyear commitments.
The production will take place in Stratford, Connecticut, fully funded via Fiscal Year 2026 aircraft procurement appropriations. This incremental award addresses ongoing utility helicopter recapitalization needs as the service transitions from older L-model airframes to advanced digital M-variants.
Related topic: US approves the sale of four UH-60L Black Hawk helicopters to Argentina for $140 million
The U.S. Army uses the UH-60 Black Hawk as its primary tactical utility transport helicopter to conduct air assaults, move infantry squads, deliver battlefield supplies, execute medical evacuations, and provide general support during combat and stability operations. (Picture source: US DoD)
On September 17, 2026, the U.S. Army awarded Sikorsky a $234,460,582 modification contract for 16 new UH-60M Black Hawk helicopters, raising the contract’s cumulative value to $356,250,001 and setting June 30, 2028 as the completion date. The Army obligated the entire $234.46 million from FY2026 Aircraft Procurement, Army funding, with production at Stratford, Connecticut. The modification equals $14.654 million per aircraft when divided by 16, although that is a contractual average rather than an official flyaway cost because the action is fixed-price-incentive and undefinitized. The contract had already received $65 million on April 14 for long-lead material supporting the first 10 UH-60Ms and another $56.789 million on July 28, so those 10 aircraft should not be added to the September quantity to produce an incorrect 26-helicopter total. The 16 new Black Hawks equal only 1.7% of the Army’s January 2025 inventory of 931 UH-60Ms and 2% of its 800 UH-60Ls, making this primarily another increment to replace older UH-60s.
The UH-60M has a maximum gross weight of 9,979 kg (22,000 lb) against an empty weight near 5,670 kg, leaving roughly 3,122 kg of useful load depending on configuration. A normal assault configuration carries two pilots, two crew chiefs or gunners, and 11 combat-equipped troops, while the cargo hook is rated at 4,082 kg (9,000 lb), compared with roughly 1,197 to 1,447 kg of internal cargo. The helicopter measures 19.76 m overall with the rotor turning, with a 16.36 m main rotor and 15.43 m fuselage. Maximum cruise speed reaches 151 kt (280 km/h), while internal fuel range without reserve is roughly 276 nmi (511 km). The removable ESSS (External Stores Support System) wings can carry four external tanks, for as much as 920 gal (3,484 L) of additional fuel, although the resulting fuel mass, drag, and occupied external stations reduce the payload available for other mission requirements.
The UH-60M’s principal aerodynamic advantage over the UH-60L appears under load rather than in maximum speed. Its two T700-GE-701D engines each produce 1,716 shp continuously, 1,902 shp for 30 minutes, and 1,994 shp for 10 minutes, coupled to an Improved Durability Gearbox and wide-chord composite rotor blades. At 16,800 lb (7,620 kg), vertical climb increases from 1,315 ft/min on the UH-60L to 1,646 ft/min on the UH-60M, a gain of 331 ft/min (25.2%). At 18,000 lb (8,165 kg), the difference widens from 592 to 994 ft/min, a gain of 402 ft/min (67.9%). That margin directly affects the amount of fuel, ammunition, personnel, or sling-loaded cargo that can be carried from landing zones where temperature and altitude reduce rotor lift. The M-model’s service ceiling reaches 15,180 ft, with hover ceilings of 10,520 ft in ground effect and 6,010 ft out of ground effect.
The M-model also replaces much of the L-model’s cockpit and aircraft management architecture. Four color multifunction displays consolidate flight, navigation, mapping, and aircraft system information, while two digital flight control computers provide stability augmentation, trim, and Flight Path Stabilization. Dual Embedded GPS/Inertial navigation replaces the older Doppler-centered arrangement, and MIL-STD-1553, ARINC 429 and Ethernet buses provide interfaces for avionics and mission equipment. Software-defined radios, Improved Data Modem and Blue Force Tracker allow digital tactical connectivity, while the Integrated Vehicle Health Management System monitors vibration and condition data from engines, transmission, rotor and other dynamic components. A newly manufactured UH-60M therefore combines new structural life with new engines, rotor components, avionics, navigation, communications and condition-based maintenance capability rather than simply replacing the analog cockpit of an older helicopter.
The Army’s fleet composition explains why new production continues. Its January 2025 Black Hawk inventory included 931 UH-60Ms, 346 HH-60Ms, 800 UH-60Ls, 90 UH-60Vs, 20 UH-60As and 19 HH-60Ls, totaling 2,206 helicopters across those configurations. The 800 UH-60Ls alone represented 36.3% of that total and equaled 85.9% of the baseline UH-60M inventory. The UH-60V, for its part, was intended to modernize older L-models with a digital cockpit, but the U.S. Army ended V-model production after FY2024 because of cost growth and shifted emphasis toward new UH-60Ms. The Army assessed the UH-60V conversion as providing a 10-year service-life extension, compared with more than 20 years for a new UH-60M. Replacing 800 UH-60Ls with 16-aircraft lots would mathematically require 50 lots, showing the difference between an individual procurement action and the scale of the remaining recapitalization requirement.
The September purchase also comes from a production line that has been building M-models for two decades. UH-60M development was approved in 2001, Milestone C followed on March 31, 2005, production began in 2006, and full-rate production was authorized on June 26, 2007. Initial Operational Test and Evaluation at Fort Hood in November 2006 involved five aircraft, more than 248 flight hours, and 35 operational missions, while operational fielding and deployment to Iraq followed in 2008. The broader lineage reaches back to the YUH-60A’s first flight on October 17, 1974, Army selection in 1976, and production deliveries beginning in October 1978. UH-60L production ran from 1989 to 2007, overlapping with the beginning of UH-60M manufacturing. The earlier Army acquisition objective was 2,135 UH-60s, structured around 1,375 UH-60Ms and 760 UH-60L-to-UH-60V conversions before the Army terminated further V-model production, materially changing the recapitalization plan.
The next major UH-60M change is its propulsion. The T901-GE-900 is rated at 3,000 shp, 1,000 shp (50%) above the 2,000-shp class of the T700 it is intended to replace, while fitting within the existing UH-60M engine compartment and maintaining similar engine size and weight. With two engines, the nominal installed engine rating therefore rises from roughly 4,000 shp to 6,000 shp, although transmission, rotor, and structural limits prevent that increase from translating directly into 50% more payload. The change is intended to recover power margin consumed by decades of additional weight while reducing fuel consumption and increasing range and loiter time. The first UH-60M ground run with T901 engines occurred on January 25, 2025. The same modernization cycle includes digital architecture and Launched Effects integration, allowing an H-60M to deploy and control unmanned aircraft rather than functioning solely as a troop and cargo carrier.
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Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
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The U.S. Army awarded Lockheed Martin subsidiary Sikorsky a $234.46 million contract modification on September 17, 2026, to produce 16 new UH-60M Black Hawk helicopters. This fixed-price-incentive modification brings the cumulative value of the procurement action to $356.25 million with a scheduled completion date of June 30, 2028. The acquisition sustains production momentum and fleet modernization requirements ahead of future multiyear commitments.
The production will take place in Stratford, Connecticut, fully funded via Fiscal Year 2026 aircraft procurement appropriations. This incremental award addresses ongoing utility helicopter recapitalization needs as the service transitions from older L-model airframes to advanced digital M-variants.
Related topic: US approves the sale of four UH-60L Black Hawk helicopters to Argentina for $140 million
The U.S. Army uses the UH-60 Black Hawk as its primary tactical utility transport helicopter to conduct air assaults, move infantry squads, deliver battlefield supplies, execute medical evacuations, and provide general support during combat and stability operations. (Picture source: US DoD)
On September 17, 2026, the U.S. Army awarded Sikorsky a $234,460,582 modification contract for 16 new UH-60M Black Hawk helicopters, raising the contract’s cumulative value to $356,250,001 and setting June 30, 2028 as the completion date. The Army obligated the entire $234.46 million from FY2026 Aircraft Procurement, Army funding, with production at Stratford, Connecticut. The modification equals $14.654 million per aircraft when divided by 16, although that is a contractual average rather than an official flyaway cost because the action is fixed-price-incentive and undefinitized. The contract had already received $65 million on April 14 for long-lead material supporting the first 10 UH-60Ms and another $56.789 million on July 28, so those 10 aircraft should not be added to the September quantity to produce an incorrect 26-helicopter total. The 16 new Black Hawks equal only 1.7% of the Army’s January 2025 inventory of 931 UH-60Ms and 2% of its 800 UH-60Ls, making this primarily another increment to replace older UH-60s.
The UH-60M has a maximum gross weight of 9,979 kg (22,000 lb) against an empty weight near 5,670 kg, leaving roughly 3,122 kg of useful load depending on configuration. A normal assault configuration carries two pilots, two crew chiefs or gunners, and 11 combat-equipped troops, while the cargo hook is rated at 4,082 kg (9,000 lb), compared with roughly 1,197 to 1,447 kg of internal cargo. The helicopter measures 19.76 m overall with the rotor turning, with a 16.36 m main rotor and 15.43 m fuselage. Maximum cruise speed reaches 151 kt (280 km/h), while internal fuel range without reserve is roughly 276 nmi (511 km). The removable ESSS (External Stores Support System) wings can carry four external tanks, for as much as 920 gal (3,484 L) of additional fuel, although the resulting fuel mass, drag, and occupied external stations reduce the payload available for other mission requirements.
The UH-60M’s principal aerodynamic advantage over the UH-60L appears under load rather than in maximum speed. Its two T700-GE-701D engines each produce 1,716 shp continuously, 1,902 shp for 30 minutes, and 1,994 shp for 10 minutes, coupled to an Improved Durability Gearbox and wide-chord composite rotor blades. At 16,800 lb (7,620 kg), vertical climb increases from 1,315 ft/min on the UH-60L to 1,646 ft/min on the UH-60M, a gain of 331 ft/min (25.2%). At 18,000 lb (8,165 kg), the difference widens from 592 to 994 ft/min, a gain of 402 ft/min (67.9%). That margin directly affects the amount of fuel, ammunition, personnel, or sling-loaded cargo that can be carried from landing zones where temperature and altitude reduce rotor lift. The M-model’s service ceiling reaches 15,180 ft, with hover ceilings of 10,520 ft in ground effect and 6,010 ft out of ground effect.
The M-model also replaces much of the L-model’s cockpit and aircraft management architecture. Four color multifunction displays consolidate flight, navigation, mapping, and aircraft system information, while two digital flight control computers provide stability augmentation, trim, and Flight Path Stabilization. Dual Embedded GPS/Inertial navigation replaces the older Doppler-centered arrangement, and MIL-STD-1553, ARINC 429 and Ethernet buses provide interfaces for avionics and mission equipment. Software-defined radios, Improved Data Modem and Blue Force Tracker allow digital tactical connectivity, while the Integrated Vehicle Health Management System monitors vibration and condition data from engines, transmission, rotor and other dynamic components. A newly manufactured UH-60M therefore combines new structural life with new engines, rotor components, avionics, navigation, communications and condition-based maintenance capability rather than simply replacing the analog cockpit of an older helicopter.
The Army’s fleet composition explains why new production continues. Its January 2025 Black Hawk inventory included 931 UH-60Ms, 346 HH-60Ms, 800 UH-60Ls, 90 UH-60Vs, 20 UH-60As and 19 HH-60Ls, totaling 2,206 helicopters across those configurations. The 800 UH-60Ls alone represented 36.3% of that total and equaled 85.9% of the baseline UH-60M inventory. The UH-60V, for its part, was intended to modernize older L-models with a digital cockpit, but the U.S. Army ended V-model production after FY2024 because of cost growth and shifted emphasis toward new UH-60Ms. The Army assessed the UH-60V conversion as providing a 10-year service-life extension, compared with more than 20 years for a new UH-60M. Replacing 800 UH-60Ls with 16-aircraft lots would mathematically require 50 lots, showing the difference between an individual procurement action and the scale of the remaining recapitalization requirement.
The September purchase also comes from a production line that has been building M-models for two decades. UH-60M development was approved in 2001, Milestone C followed on March 31, 2005, production began in 2006, and full-rate production was authorized on June 26, 2007. Initial Operational Test and Evaluation at Fort Hood in November 2006 involved five aircraft, more than 248 flight hours, and 35 operational missions, while operational fielding and deployment to Iraq followed in 2008. The broader lineage reaches back to the YUH-60A’s first flight on October 17, 1974, Army selection in 1976, and production deliveries beginning in October 1978. UH-60L production ran from 1989 to 2007, overlapping with the beginning of UH-60M manufacturing. The earlier Army acquisition objective was 2,135 UH-60s, structured around 1,375 UH-60Ms and 760 UH-60L-to-UH-60V conversions before the Army terminated further V-model production, materially changing the recapitalization plan.
The next major UH-60M change is its propulsion. The T901-GE-900 is rated at 3,000 shp, 1,000 shp (50%) above the 2,000-shp class of the T700 it is intended to replace, while fitting within the existing UH-60M engine compartment and maintaining similar engine size and weight. With two engines, the nominal installed engine rating therefore rises from roughly 4,000 shp to 6,000 shp, although transmission, rotor, and structural limits prevent that increase from translating directly into 50% more payload. The change is intended to recover power margin consumed by decades of additional weight while reducing fuel consumption and increasing range and loiter time. The first UH-60M ground run with T901 engines occurred on January 25, 2025. The same modernization cycle includes digital architecture and Launched Effects integration, allowing an H-60M to deploy and control unmanned aircraft rather than functioning solely as a troop and cargo carrier.
Explore More Defense News
• Land Defense News
• Naval Defense News
• Defense Aerospace News
Written by Jérôme Brahy
Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, South Korea, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.
