Sikorsky CH-53

Sikorsky CH-53 Sea Stallion
CH-53GA of the Air Force
Type:	Medium-weight transport helicopter
Design country:	United States
Manufacturer:	Sikorsky Aircraft Corporation
First flight:	October 14, 1964
Commissioning:	1966
Production time:	In series production since 1965

The Sikorsky CH-53 Sea Stallion (manufacturer designation S-65 ) is a medium-duty transport helicopter ( English for cargo helicopter , CH), which is used to transport people or material and is manufactured by the Sikorsky Aircraft Corporation . The Bundeswehr variants have the type designations CH-53G / GS / GE / GA and are referred to in the Bundeswehr as "medium transport helicopters" (MTH).

development

CH-53G in Laage

Sketch of a CH-53

Play media file

CH-53G during a flight demonstration

The CH-53 was developed by Sikorsky in the early 1960s to participate in a United States Marine Corps tender for a fast, all-weather, heavy-duty transport helicopter. In order to advance the development quickly, the main rotor and gearbox were adopted in modified form from the existing Sikorsky CH-54 in the construction of the CH-53 . The airframe of the CH-53 is basically an enlarged version of the Sikorsky S-61 R, which no longer had the boat-hull-like design of the sealed lower hull half of the earlier S-61.

The first CH-53 prototype flew on October 14, 1964, and almost three years later, in September 1967, the series machines designated as the CH-53A "Sea Stallion" began to be delivered to the United States Marine Corps. The avionics of the CH-53A enabled automatic contour flight in the field for the first time , and American pilots demonstrated the capabilities of the new transport helicopter by even flying rolls and loops with the approximately twelve-ton machine. Another CH-53A with the initially used T64-GE-6 engines , which only produced 2110 kW, managed a payload of 9,100 kg, with a take-off mass of almost 21 tons.

Other military versions of the CH-53 were supplied to the US Air Force under the designations HH-53B and HH-53C and as RH-53D to the US Navy . The army aviators of the Bundeswehr received another variant under the designation CH-53G, the airframe of which was manufactured under license by German aviation companies. The company VFW - Fokker was in charge of the final assembly and flying in of the CH-53G. Other companies involved in cell production were the MBB plants in Augsburg and Donauwörth and Dornier in Friedrichshafen. In 1972, Henschel Flugzeugwerke AG (HFW) in Kassel - which had also taken care of the dynamic components (rotor heads and gears) - built a special test rig for rotors for dynamic balancing of the CH-53 main rotor blades and was installed at MBB's Donauwörth plant in Put into operation. During the period from July 1972 to June 1975 a total of 112 CH-53Gs were delivered to the troops, with only the first two machines coming completely from the USA; the remaining fuselages were made in Germany and completed at VFW-Fokker in Speyer (today PFW Aerospace AG ) with dynamic components from the USA. The same version CH-53G was procured from Israel , but it was completely built in the USA.

technical description

The Sikorsky CH-53 is a turbine-powered, twin-engine transport helicopter with a main rotor, the torque of which is balanced by a tail rotor . The Super Stallion and CH-53K variants have three shaft drives. The helicopter is loaded and unloaded via a loading ramp at the rear, which is located below the tail boom.

Structure of the cell

The cell of the CH-53 is made of aluminum alloys in a conventional half-shell construction and is additionally reinforced with steel at particularly stressed areas, such as the load compartment floor. The lower half of the fuselage is sealed so that landings on calm waters are also possible in principle.

Construction of the CH-53 near Sikorsky

The pilot's cockpit is equipped with a three-part windshield as well as a generously dimensioned chin glass and two dark-tinted roof windows. In addition, there are side windows on both sides of the cockpit that can be opened and can be dropped in an emergency. The pilot and commander sit in armored seats next to each other in the cockpit, with the pilot in the right-hand seat. The flight monitoring instruments and steering controls, consisting of joysticks , pitch lever and pedals, are conventionally constructed and are present on both sides. All display instruments for engine and system monitoring are located in the middle part of the instrument panel and can be viewed from both control stations. The engines are also operated centrally via the control elements in the ceiling console, which is placed between the upper cockpit windows. Further controls and displays are located on a center console in front of the instrument panel. The floor of the cockpit is around 30 centimeters higher than the cabin floor, as the front landing gear shaft and two electronics shafts accessible via side flaps are located underneath. A third electronics bay is located in the nose of the fuselage below the windshield.

The loading space of the CH-53G is 9.15 meters long and has a maximum cross-section of 2.29 meters wide and 1.98 meters high. To the right behind the bulkhead of the pilot's cockpit is a horizontally divided cabin door with integrated steps in the lower part and a swiveling seat for the on-board technician. The upper part of the cabin entrance door is provided with a window and is folded up to open it. The cargo hold windows can be thrown off in an emergency using pull straps. At the rear end of the loading space there is a hydraulically operated loading ramp, which is supplemented in the upper part by a swing-up loading gate. The loading ramp and loading gate can also be opened during the flight to drop loads or parachutists . To reduce the air turbulence that occurs, wind deflectors are mounted on both sides of the loading door on the fuselage. The load compartment floor is reinforced to accommodate heavy loads and has a non-slip surface as well as recessed fastening rings for lashing loads. For loading and unloading the helicopter, two roller conveyors run in the middle of the cabin floor, on which transported goods can be moved by hand and with internal winches.

Above the main cabin there is an elongated device cladding ("doghouse") which, in addition to the main gearbox and auxiliary power unit, also houses most of the supply systems such as hydraulic pumps , power generators, cabin heating and fire extinguishing systems. In the partially removable cover there are several maintenance hatches and ventilation openings as well as work platforms that can be folded out on both sides. The two main engines are attached to the front right and left of the fuselage in front of the main gearbox and have engine fairings made of composite materials. Electrically heated GRP air inlets on the front of the nacelles, which are also an integral part of the front gearbox fairings, supply air to the engines. Engine air filters are not available on the CH-53G version, but are used on the GS version.

Underneath the engine nacelles there are landing gear nacelles (“sponsons”) with self-sealing fuel tanks located in the front sections. If necessary, the fuel capacity can be further increased with drop tanks attached to the outside of the landing gear pods. The fuel tanks are preferably filled by pressure refueling . If no pressure refueling system is available, gravity refueling with a conventional fuel nozzle is also possible, for which there are tank caps on the landing gear pods. The two shafts for the main landing gear, which can be retracted forwards, are located in the rear areas of the landing gear pods. All landing gear legs of the three-point landing gear are nitrogen or oil damped and sprung. The two main landing gear legs are equipped with double wheels that have a parking brake. The retractable nose landing gear is movable and, thanks to a follower control, enables changes of direction when rolling. To protect the tail boom during landings with a high angle of attack of the fuselage, there is an electrically retractable tail spur at the bottom of the tail rotor pylon, which is retracted to reduce air resistance in flight and for loading and unloading on the ground. On the underside of the fuselage, in the center of gravity of the helicopter, there is a load hook with a maximum lifting capacity of 9,000 kg. The largest external load to be attached is 7,255 kg, well below the hook capacity and only allows partial refueling for a flight duration of 25 minutes; with full tanks, the external load capacity is reduced to the so-called standard load of 5,500 kg.

Behind the cab is a short, narrow tail boom with a steeply rising tail rotor support that carries a four-blade tail rotor at its upper left end. The ground clearance of the tail rotor is normally, i. H. when the helicopter is on level, firm ground, large enough to avoid any danger to people. At the right, upper end of the tail rotor arm there is a horizontally arranged stabilization surface, the downward-facing profile of which generates downforce in order to counteract a pitching movement of the fuselage in forward flight. To save space in the hall, the main rotor blades can be folded and the tail boom folded in. The folding works hydraulically.

Drives and units

Engine of a Sikorsky CH-53G

The CH-53G is equipped with two General Electric T 64-GE-7 engines. Most of the cast parts and turbine wheels can be dismantled. The auxiliary units such as fuel and oil pumps sit together with the hydraulic starters on equipment carriers that are flanged to the side of the engines. In addition, ignition devices, tacho generators, temperature sensors and chip detectors are available on every engine. The engine oil coolers are equipped with cooling fans and sit between the engine nacelles and the unit cover. Both engines are monitored by fire detectors and are equipped with a manually triggered fire extinguishing system.

The T 64-GE-7 is a twin-shaft engine with axially nested shafts on which a high-pressure and a low-pressure turbine sit. While the high-pressure turbine, with an output of around 6,000 kW, is used to drive the engine's own multi-stage axial compressor, the downstream low-pressure turbine transfers the usable engine power of 2,890 kW to the helicopter's main gearbox. For this purpose, a mechanically independent drive shaft, inside the hollow compressor shaft, leads forward to a deflection gear located in front of the air inlet. From this another shaft runs diagonally to the rear and finally opens into the main gearbox, which is centrally located between the engines. Freewheels are mounted between the engines and the main gearbox in the event that the engines fall below the rotor speed; however, there are no disconnect clutches in the drive train. If the main and tail rotors are not to turn while the engines are running - for example during the starting process - the rotors can be held by means of a rotor brake, which inevitably prevents the downstream low-pressure turbines of the engines from rotating.

The CH-53GS version, which is equipped with more powerful T-64-100 engines, uses engine air filters, so-called Engine Air Particle Separators (EAPS), which increase the service life of the engines in sandy air.

The main gearbox (HG) transmits the engine power at constant speed to the main rotor and via the tail rotor drive train to the tail rotor. The hydraulic pump of system 1 is also driven directly from the main transmission via a drive. In addition, the fan of the oil cooler is connected to the oil cooler via a drive shaft.

As a further drive for the mentioned units located in front of the main transmission an auxiliary power unit (APU stands for "Auxiliary Power Unit") with an output of around 75 kW, which is also used for starting the two main engines. Due to the lack of a battery, the APU is not started electrically but with a hydraulic pressure accumulator which is automatically preloaded again by the BBH (on-board operating hydraulics) after starting. The pressure accumulator can also be preloaded using a hand pump.

The hydraulic system consists of three independent systems, two of which are used for flight control and thus ensure redundancy. The third system serves as a utility system for operating the folding system, loading ramp, loading gate, winches, landing gear, wheel brakes and engine starter system. The utility system ensures redundancy in the hydraulic operation of the tail rotor. Thanks to this mix of all three hydraulic systems, the flight control of the CH-53G offers the greatest possible reliability.

Main and tail rotor

Rotor head of the main rotor of a CH-53G

Mechanism of the blade adjustment on the tail rotor of a CH-53G

The rotor mast is mounted in the housing of the main gearbox and carries a 6-7-bladed, left-hand rotating (viewed from above) main rotor at the upper end. The rotor head, which weighs around 1,000 kg, is forged from steel and conventionally constructed with flapping and swivel joints. The hub of the rotor head consists of two six-armed stars placed one above the other, between which the swivel joints and their hydraulic dampers are arranged. Both the periodic and the collective blade adjustments run via the swash plate by changing its inclination with the control stick or moving the entire swash plate along the rotor mast by pressing the blade adjustment lever. The necessary control forces cannot be applied manually in a helicopter the size of the CH-53. For this reason, there is no direct mechanical connection between the controls and the swash plate, but the linkage of the control stick and blade adjustment lever actuate control valves, which in turn apply hydraulic pressure to three double servos on the swash plate.

When the rotor is at a standstill, the flapping joints rest on spring-actuated slack limiters, which prevent the rotor blades from hanging down. When the rotor revs up, flyweights overcome the spring forces of the pawls of the impact limiter, with which the flapping joints are automatically unlocked above a certain rotor speed.

The individually exchangeable all-metal blades of the main rotor each consist of a continuous titanium spar , which forms the front part of the profile, and an aluminum structure with sheet metal cladding behind it. The leading edges of the blades conveying air are protected with erosion protection strips made of abrasion-resistant plastic. To monitor the rotor blade structure, each spar has a nitrogen filling, the escape of which is registered by pressure sensors, which in turn trigger a corresponding warning device. During operation, each of the rotor blades, which weigh around 180 kg, generates a centrifugal force of more than 800  kN .

The main rotor is equipped with an automatic main rotor folding system, whereby the folding of the rotor blades is only possible in a certain rotor position. When the folding system is actuated, this is approached by the shortest possible route, turning left or right, and is held by the rotor brake. A complex, hydraulic control mechanism then unlocks the swivel joints and folds the rotor blades. When folded, the rotor system is held in position by the hydraulic rotor brake. In addition, the rotor head is blocked by a pawl . The rotor is also spread fully automatically.

The tail rotor is driven by a multi-deflected shaft system, which is separated with a shaft separation coupling when the fuselage is folded in. Seen from the left, the four-blade tail rotor rotates clockwise (“leading” below) and consists of a steel hub with aluminum rotor blades, the leading edges of which are protected against wear by glued-on erosion protection strips. Like the main rotor, the tail rotor is automatically brought into a predetermined rotational position and locked before the tail is folded in.

Lighting system

A total of 18 different lights are arranged on the fuselage of the CH-53G, with additional formation lights in addition to the usual position and anti-collision lights . Six lamps are located in the tips of the rotor blades to illuminate the main rotor circuit. If the visibility of the helicopter has to be reduced for tactical reasons, the lamps can be dimmed steplessly. The position lights can also be switched from constantly glowing to flashing, for example to make a particular machine within a formation particularly recognizable.

Under the bow of the CH-53G there are four landing lights , two of which can be pivoted. A fifth headlight is located further back under the fuselage for illuminating and observing external loads. In addition, the main rotor head can be illuminated in order to enable a visual check of the centrifugal force-controlled flapping hinge locks even in the dark.

AFCS flight control system

The helicopter has a flight control and regulation system (Automatic Flight Control System, AFCS). This works via four channels for roll, pitch (swash plate, cyclical adjustment), yaw (pedals, tail rotor) and height axis (collective pitch). This enables the helicopter to regulate its attitude, heading, barometric and RADAR altitude. The roll and pitch axes are designed twice (two redundant channels). The flight attitude is stabilized by two gyroscopes (in the rear fuselage section) and rate gyros (2 × roll, 2 × pitch, 1 × yaw) as well as a course gyro, barometric altitude socket and radar altimeter. The correction signals are sent to the four AFCS servos, which are installed between the cockpit and the main gearbox in the AFCS bay (top of the fuselage in front of the drive train, engine 2 - main gearbox). Furthermore, the CH-53 has a regulation for coordinated turning. For this purpose, the dummy plumb line is measured electronically (dummy plumb bob sensor in the cabin roof in front of the main gearbox) and correction signals are sent to the tail rotor. The coordinated curve control is operated by switches attached to the tail rotor pedals. The AFCS stabilizes the flight attitude from a flight speed of over 60 knots. The trim system, which acts on the roll and pitch axes, is also integrated in the flight control system. The pilot can use a "coolie hat" (four-way switch) on the control stick to shift the neutral point within a range of approx. 10% of the stick travel.

The radar-based altitude hold is not intended for cruising flight, as it is too sensitive for that. Rather, it was developed for stationary hovering over the ground or the flight deck of aircraft carriers. On the AFCS panel in the center console, the pilot can adjust the default value continuously from 0 to 500 feet using a rotary knob.

Maintenance and repair

The aeronautical departments of the Bundeswehr aviators were responsible for the maintenance and repair of the helicopters. These departments also provided on-board technicians for each flight, who were part of the helicopter crews. These tasks have been passed on to the technical departments of the Air Force (see below).

General maintenance work is usually carried out directly on the machines by helicopter mechanics. If repair work is required on the cells, specially trained metalworkers are used to check critical points with modern testing methods such as ultrasound and, if necessary, also manufacture completely new molded parts. The aeronautical engineering department also checks and repairs components that have been removed. This department has specialists in hydraulics , engines , flight control systems as well as radio and navigation devices available. In engine repairs, engines are dismantled into all of their individual parts and, for example, individual turbine blades are replaced. Such profound interventions in the mechanics of the helicopter require, in addition to highly qualified personnel, a high logistical effort for the procurement and storage of spare parts. For example, replacement engines cannot simply be deposited in boxes, but must be stored in hermetically sealed special containers under a nitrogen atmosphere in order to prevent chemical changes in materials.

In order to maintain their full performance, turbine engines must be regularly freed of soot and dirt deposits that reduce their performance on the air-conducting parts. Army aviators do this in an engine cleaning system, where special cleaning media are introduced into the engine through the air inlet and sucked off again at the exhaust pipe, together with the loosened dirt particles.

Careful adjustment of the flight control after replacing dynamic components on the helicopter is particularly labor-intensive. In order to protect crews and material, special attention is paid to the low-vibration running of the rotors with the army aviators and the blade tracking is adjusted, for example, with the help of a so-called rotor tuner using magnetic sensors and a special camera , which are mounted on the main and tail rotors during the flight . However, many settings can also be made on the helicopters for floor runs, preventing unwanted lifting by loading the cabin with concrete slabs weighing tons .

commitment

United States Armed Forces

All variants have two M2 or M3M machine guns (caliber 12.7 mm) and decoys for self-defense . In contrast to the German CH-53 G / GS, the helicopters are used as heavy-duty transporters. All machines have the option of air refueling or can be converted for this. The type designation MH , CH and HH is derived from the classification (see: Designation system for aircraft of the US armed forces ).

CH-53A / D Sea Stallion

Based on the original version CH-53A, the version CH-53D was developed in 1969, which has more powerful engines and is suitable for the transport of a maximum of 55 soldiers with a modified interior. The equipment of the CH-53D corresponds to the German CH-53GS and is used by the US Marine Corps . With the introduction of the V-22 Osprey , this type will be decommissioned.

RH-53A / D Sea Stallion

A US Marine Sikorsky RH-53A from the HM-12 Sea Dragons Helicopter Demining Squadron pulls an Austin-class LPD ( Landing Platform Dock ) in 1971

Used by the US Navy, this type corresponded to the CH-53A / D. The main area of ​​application was clearing sea ​​mines . The RH-53A was first used to clear the mines off North Vietnam in 1973. In 1974, RH-53D cleared the Suez Canal . Six years later, six helicopters were lost in Operation Eagle Claw . The RH-53D was replaced by the MH-53E.

HH-53 Super Jolly Green Giant

In the variant HH-53B and HH-53C, developed as a successor to the HH-3 Jolly Green Giant , the helicopter served with the US Air Force for Search and Rescue (SAR) and Combat Search and Rescue (CSAR) missions up to Replacement by the Pave Low.

MH-53 Pave Low

The cockpit of a US Marine Corps CH-53E. In-flight refueling with an HC-130 Hercules tanker aircraft

The MH-53H / J Pave Low III and MH-53 M Pave Low IV variants of the CH-53 are used by the US Air Force for special operations. FLIR vision system, terrain follower radar, inertial navigation system and GPS enable the helicopter to be used at any time of the day. The tank capacity is 2420 liters. Since October 2008 the Air Force Special Operations Command has been replacing the MH-53 with the Bell Boeing V-22 Osprey.

CH-53E Super Stallion

The variant CH-53E, sold by Sikorsky under the designation S-80E, was developed for the US Marine Corps and the US Navy and introduced in 1981. By installing a third engine ( General Electric T64 -GE-416 (A), each 4380 shp / 3270 kW), a larger main rotor with seven rotor blades and the inclination of the tail rotor to generate additional lift, the payload was increased to 13.6 tons or 16 tons increased for external loads. The strong air turbulence of the rotor gave the helicopter the nickname "Hurricane Maker" ( English for hurricane maker ).

CH-53K King Stallion

CH-53K King Stallion

→ Main article : Sikorsky CH-53K

The Heavy Lift Replacement (HLR) program of the US Marine Corps, for which Sikorsky was awarded the contract, was originally intended to procure new CH-53K King Stallion machines in 2015. The maximum take-off weight is to increase to 39.9 tons. These machines have three General Electric GE38-1B engines, which significantly increases the payload and operating radius. The 30 cm wider cell is intended to enable the internal transport of a HMMWV type vehicle or 463L transport pallets .

MH-53E Sea Dragon

Used by the US Navy, this type corresponds to the CH-53E Super Stallion. The main area of ​​application is clearing sea ​​mines .

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  Prototype YCH-53A 1964

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  CH-53A in Vietnam

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  HH-53B Super Jolly Green Giant

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  CH-53D with additional tanks and air filters

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  RH-53D clears mines, contrails at the rotor blade tips

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  CH-53E Super Stallion, 7-blade rotors

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  MH-53E Sea Dragon, aerial refueling lance

Sikorsky CH-53 in museums

CH-53G as a large model in 1:11 scale in the helicopter museum in Bückeburg

Since the CH-53 is still in active service, only a few machines have been given to museums so far. A decommissioned and largely "cannibalized" cell was acquired from the Aviation and Technology Museum in Wernigerode (Germany). Mainly for reasons of space, it was decided to preserve and restore the cockpit section including the complex instruments. The cell of the machine 84 + 20 is also located in the Air Force Museum in Berlin-Gatow.

armed forces

CH-53G of the Bundeswehr at the ILA 2006

CH-53G at RIAT 2008

After their introduction to the Bundeswehr, the CH-53 were assigned to the transport helicopter regiments of the Army Aviation. Most recently, the associations were divided between the Rheine-Bentlage (Medium Transport Helicopter Regiment 15 "Münsterland") and Laupheim ( Medium Transport Helicopter Regiment 25 " Oberschwaben "). In Laupheim a large-capacity rescue helicopter (GRH) is kept ready with a long lead time, while in Rheine a GRH, which was held in Mendig before the restructuring, was only available after the set had been equipped with a corresponding lead time. The medical staff is provided by the Bundeswehr Hospital Ulm and the Bundeswehr Central Hospital Koblenz . The Heeresfliegerregiment 35 from Mendig , also a long CH-53 location, was dissolved in 2002 due to the restructuring of the Bundeswehr; the machines were distributed between the two remaining regiments.

As part of the realignment of the Bundeswehr , which began at the end of 2010 and which included the suspension of compulsory military service , the medium-sized transport helicopter regiments were disbanded and the army's CH-53 was handed over to the air force, which in return will not receive an NH-90 . The location for the association known as Helicopter Squadron 64 (HSG64) is Laupheim. On the holzdorf air base an air transport group of the squadron is stationed. The handover appeal took place on December 13, 2012.

In addition to participating in the Bundeswehr missions abroad ( IFOR , SFOR , KFOR and ISAF ) and the UN mission in Baghdad (Iraq), the CH-53G are also involved, for example

• the forest and heather fire disaster (Lüneburg Heath) in 1975
• the earthquake disaster in Udine (Italy) in 1976
• of refugee aid Kurdistan, Gulf War (Iran) 1991
• fighting forest fires in Larissa (Greece) 1993
• of the Oder flood in 1997
• the avalanche disaster in Galtür in 1999
• of the Elbe floods in 2002
• the earthquake relief in Pakistan 2005/2006
• fighting forest fires in the Peloponnese in 2007
• of the Elbe floods in 2013
• the rescue operation in the giant thing shaft cave in 2014
• of the forest fire at Lübenheen 2019

been used.

Accidents

On November 26, 1980, a machine crashed near Waldbröl due to unexplained circumstances . The four-man crew was killed. On December 21, 2002, seven German soldiers were killed in Afghanistan when their CH-53 crashed after a reconnaissance flight near Kabul airport . It was the worst accident in foreign missions by the German armed forces to date . Faults in the transmission were named as the cause.

During an exercise in Switzerland in 2008, an Army CH-53 crashed, injuring one soldier.

Variants in the Air Force

CH-53G

CH-53 of the Bundeswehr during civilian use during an exercise with an extinguishing water tank

The variant originally introduced into the Bundeswehr has the type designation CH-53G and is called the "medium transport helicopter" (MTH) in the Bundeswehr. It is based on the CH-53D. With the exception of the first two aircraft, all helicopters in Germany were built under license. On July 26, 1972, the “first” CH-53G was officially handed over to the army. A total of 112 helicopters were procured for the Bundeswehr.

CH-53GS

CH-53GS on approach for landing in Afghanistan. On the stern ramp the 12.7 mm M3M machine gun. The additional air filters in front of the engine inlets.

M3M armament on the stern ramp

Due to the involvement of the Bundeswehr in multinational missions outside of Germany, the mission profile has changed compared to the previous one, national defense. Since the bombardment of a UN -deployed CH-53G of the Army Aviation Regiment 25, whereby the fuselage was hit, the helicopters have been armored from the inside with aramid plates . For self-defense, trunnion- mounted machine guns can also be attached to the two foremost door or cabin windows .

Two further programs were carried out to increase combat value and modernize the CH-53G, which will then be called the CH-53GS:

• System for the electronic detection and defense of anti-aircraft bullets ( electronic warfare , EloKa).
• Range increase in connection with night low-level flight capability and ground-independent navigation.

The EloKa system of the CH-53GS consists of the three sub-systems radar / laser warning system, missile warning system and decoys launch system, which have already been used in other CH-53 versions. The radar / laser warning system records and identifies signals from hostile radar or laser-based weapon systems and automatically triggers countermeasures if necessary. The missile warning system detects enemy missiles in flight based on their heat signature and then enables the release of flares against IR- seeking or coated glass fibers (“ chaff ”) against radar-controlled missiles.

The range increase includes an additional external tank system with two drop tanks as well as special engine air filters and newly developed titanium rotor blades. An additional amount of 4,920 liters of fuel enables the flight time to be increased to up to six hours. The night low-level flight capability is made possible by the use of the English Global Positioning System and a pilot's cockpit equipment with helmet- mounted BiV glasses and reading magnifiers. A total of 22 of the CH-53G were converted to the standard CH-53GS. For the loss of machines 85 + 09 and 84 + 08, the 85 + 05 and 85 + 01 were retrofitted to the GS variant, so that the total number remains at 20 machines.

Based on the experiences from Afghanistan, further changes were made: Instead of two MG3s, there are now three M3M machine guns , a modernized variant of the M2 from FN , in 12.7 mm caliber; the third MG is mounted on the stern ramp. Furthermore, the missile warning system has been through the MILDS System ( English Missile Launch Detection System ) from NH90 and Eurocopter Tiger replaced after the old system caused more often false alarms.

In 2015 reports were published in which the Air Force questioned the continued use of the GS version in 2016. The series was affected by "obsolescence, the elimination of which by an armaments measure was still not decided. In this respect, there is an increased risk from 2016 in the general continued use of the series ”. The deployment in Afghanistan in 2015 can only be sustained with “massive support” from experts within the troops. In addition, the change to the Air Force resulted in a considerable loss of skilled workers; thus there is a lack of qualified personnel for operation and maintenance. SPD defense expert Hans-Peter Bartels commented on this fact with the words: "A lot of know-how has been lost."

The Luftwaffe contradicted this representation. "Restrictions that are limited to basic operation in Germany have no effect on the use of 'Resolute Support'. In addition, it has not yet been decided whether the air force will also be deployed in Afghanistan in 2016, as it was in 2015. “A deployment until March 2016 would be guaranteed. The defense policy spokeswoman for the Greens, Agnieszka Brugger, and Reinhard Schlepphorst, chairman of the professional association for aircraft and helicopter crews in the Bundeswehr (IGTH) , however, see smooth operations in Germany as a prerequisite for the successful implementation of the foreign mission .

In August 2015 it was decided to send two more GS machines and personnel to Afghanistan in September to replace the Danish MedEvac helicopters.

CH-53GA

Between 2010 and 2014, 40 copies of the CH-53G version are to go through a product improvement program (PV) in order to be able to be used in the system network with the Tiger support helicopter and the NH90 transport helicopter and to bridge the time until a successor model is available. The program includes the refurbishment of the aircraft cell, which increases the service life from 6,000 to 10,000 flight hours, the replacement of all cabling and the installation of encrypted radios, satellite communication, a FLIR all-weather vision system, an obstacle warning system, a 4-axis autopilot with automatic Take-off / landing and hovering capability, navigation and instrument flight in international airspace, additional tanks in the cabin and self-protection equipment (EloKa) as with the CH-53GS variant. After the type approval, the converted machines are given the designation CH-53GA (German Advanced). The first flight took place on February 10, 2010 at Eurocopter in Donauwörth . The product improvement will extend the useful life of the CH-53GA until 2030.

CH-53GE

Another six CH-53G were u. a. converted for ISAF operation. The upgrade included u. a. new flight instruments in the cockpit, improved ELOKA and extended self-protection. The original type designation should be CH-53GSX; Due to the scope of the retrofitting, however, a new variant designation was necessary; the new name is CH-53GE.

Mission-tactical workplace (MTA) for CH-53GS / GE

The cells of the 26 helicopters of the GS / GE version were equipped with the appropriate equipment to accommodate a mission equipment package for personnel recovery operations , a form of the armed search and rescue service (CSAR) . For these missions, a tactical mission workstation (MTA) that can be installed in the cargo hold was set up, with whose sensors ( Personnel Locator System ) the people to be rescued can be found. Additional equipment in the kit includes a broadband radio, a connection to the helicopter's internal communication as well as to external satellite communication and an optical vision system (FLIR) like the CH-53GA. The costs amount to around 25 million euros. The first prototype was delivered in spring 2010, the other helicopters followed in 2011. The Mission Tactical Workstation (MTA) on board the CH-53GS has been in use in Afghanistan since January 2013.

Future in the Bundeswehr

According to the Federal Ministry of Defense , the CH-53GA version should fly until 2030, among other things because the industry cannot offer a successor before 2018. The long service life of 55 years since its introduction is also made possible by the general overhaul of the aircraft cell as part of the product change "Exceeding 6000 h safe-life cell".

In February 2017, Airbus Helicopters received an order from the Federal Office for Equipment, Information Technology and Use of the Bundeswehr (BAAINBw) to retrofit all 26 heavy transport helicopters of the types CH-53 GS and GE. These helicopters are obsolescent ; some components are out of date or no longer available on the market. As a precaution, they are replaced by available components, such as B. multifunction displays, radar altimeters or a full-fledged autopilot. The conversion is expected to secure the operation of the helicopters until 2030. It will begin in 2017 with two machines. Starting in 2018, six helicopters are to be retrofitted annually, so that the Bundeswehr will have the entire fleet of CH-53 GE and GS helicopters available in a modernized manner in 2022.

In April 2014 it became known that the German-French project “Future Transport Helicopter” (FTH) will no longer be operated by the partner nations. The Bundeswehr is considering (as of the end of 2017) either the CH-53K or the CH-47F .

On February 28, 2019, the BAAINBw opened the tender for the follow-up project STH (Heavy Transport Helicopter). A helicopter with a maximum take-off weight of over 20 tons is required. The procurement of at least 44 and a maximum of 60 helicopters is planned. The launch of the new helicopter is expected to begin in 2023 and be completed in 2031.

Users

Israeli Air Force CH-53D Yas'ur

•  Germany : 112 CH-53G
•  Iran : 6 RH-53D deminers
•  Israel : 33 CH-53D
•  Japan : 11 MH-53J
•  Mexico : 4 S-65C Ya'sur bought by Israel in 2000s
•  Austria : 2 CH-53D from 1970 to 1981, were sold to Israel due to high maintenance costs
•  United States
  • Air Force HH-53B / C, MH-53J / M
  • Navy 70 MH-53D / MH-53E
  • Marine Corps 112 CH-53A / D / E

Technical specifications

	Sikorsky CH-53G
Type designation	Sikorsky CH-53G (S)
Manufacturer	Sikorsky Aircraft / United Technologies
License construction	VFW-Fokker
First flight	1964 (CH-53A) or 1969 (CH-53G)
category	medium-weight transport helicopter
crew	4-7; 2 pilots , on-board technicians and others
Passengers	up to 36 soldiers
Main rotor diameter	22–24 m (depending on the version)
Length over all	~ 27 m
Empty mass	12,650 kg (11,790 kg GS version)
Max. Takeoff mass	19,050 kg (19,050 kg GS version)
Standard payload	5500 kg (internal) / (4600 kg GS version)
Max. External load	7255 kg (with partial refueling)
Fuel supply	~ 1855 kg (2384 liters)
Engines	2 × main engines General Electric T64-GE-7 or T64-GE-100 (after modernization) and auxiliary engine Solar T-62
Continuous output	2 × 2890 kW (T 64-GE-7) or 2 × 3229 kW (T 64-GE-100)
Fuel consumption	~ 800 l / h (average)
Top speed	295 km / h (V NE )
Marching speed	215 km / h; Max. 240 km / h
Max. Climb performance	~ 660 m / min (V ROC )
Max. Altitude	~ 2750 m
Max. Hover altitude	~ 2000 m ( HOGE )
Range	400 km / CH-53GS: 650 kilometers, transfer range: over 1200 km
Duration of use	1:40 h / CH-53GS: 6:30 h

See also

• List of helicopter types

literature

• Frank Vetter, Bernd Vetter: Sikorsky CH-53 . 1st edition. Motorbuch, Stuttgart 2014, ISBN 978-3-613-03714-4 .

Web links

Commons : Sikorsky H-53  - collection of pictures, videos and audio files

• 60 seconds Bundeswehr: CH-53 (transport helicopter) ( YouTube video of the Bundeswehr)
• Video of the flight of the CH-53 GA at Eurocopter in Donauwörth Video on the Bundeswehr YouTube channel
• Video showing the “dropping” (jumping out) of paratroopers from a CH-53: German Airborne Troops / Fallschirmjäger

Individual evidence

1. ^ Frank Vetter, Bernd Vetter: Sikorsky CH-53 . 1st edition. Motorbuch, Stuttgart 2014, ISBN 978-3-613-03714-4 .
2. ↑ Flight Global: Sikorsky clears CH-53K structures for first flight. Retrieved April 23, 2014 . 
3. ↑ Thomas Wiegold : A lot going on with the army and the helicopters. In: Augengeradeaus.net (blog). December 12, 2012, accessed on October 15, 2013 : “With effect from January 1, 2013, the army will be responsible for the aircraft type UH-1D (light transport helicopter) including SAR (Search and Rescue) and those previously in the Air Force Take over part of the light transport helicopter NH 90. In return, the Air Force takes responsibility for the medium-sized transport helicopter CH-53. " 
4. ↑ rhein-zeitung.de crash in Kabul
5. ↑ http://www.tagesanzeiger.ch/panorama/vermischtes/Deutscher-Helikopter-wegen-missglueckter-Landung-abgestuerzt/story/15589768
6. ↑ [1]
7. ↑ Christian Thiels, tagesschau.de and Arne Meyer, NDR: New problems in the Bundeswehr Flying packhorse with old age. In: tagesschau.de. ARD, March 11, 2015, archived from the original on March 12, 2015 ; accessed on August 18, 2015 . 
8. ↑ Thomas Wiegold: German MedEvac helicopters back to Afghanistan. In: augengeradeaus.net. August 7, 2015, accessed August 18, 2015 . 
9. ↑ Eurocopter celebrates maiden flight of CH-53GA right on schedule ( Memento from February 12, 2010 in the Internet Archive )
10. ↑ Flight review: Eurocopter introduces CH-53GA
11. ↑ David Chakrabarty: The helicopters of the army - state of affairs and outlook . In: Hardthöhenkurier :: ONLINE :: | The magazine for soldiers and defense technology . ( hardthoehenkurier.de [accessed on March 20, 2017]).
12. ↑ Bundeswehr.de Modernized helicopters for use in Afghanistan
13. ↑ EADS press release , accessed on March 5, 2010
14. ↑ CH-53GS: Start of deployment for the Personnel Recovery Mission Package in Afghanistan www.flugrevue.de. Retrieved September 22, 2013
15. ↑ European Security Online: Product Improvement CH-53. Edition November 2006.
16. ↑ Forward! In: baainbw.de. February 24, 2017. Retrieved February 28, 2017.
17. ↑ Christian Dewitz: Sikorsky's CH-53K or the CH-47F Chinook from Boeing? In: bundeswehr journal . May 19, 2016, accessed May 14, 2019.
18. ↑ Bundeswehr gets up to 60 heavy transport helicopters. In: FAZ.net . December 15, 2017. Retrieved May 14, 2019.
19. ↑ Deliveries - 96682-2019 - TED Tenders Electronic Daily. In: ted.europa.eu. February 28, 2019, accessed March 26, 2019 . 
20. ^ "World Military Aircraft Inventory". 2010 Aerospace Source Book . Aviation Week and Space Technology, January 2010.
21. ^ "Directory: World Air Forces", Flight International , 11. – 17. November 2008.
22. ↑ Doppeladler.com
23. ↑ German Army: Medium Transport Helicopter CH-53G (S)
24. ↑ MTU Triebwerke, PDF, 761 kB

This version was added to the list of articles worth reading on October 29, 2005 .