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{{infobox aircraft begin |name	CH-53 Sea Stallion |image File:CH-53D_Sea_Stallion.jpg |caption A pair of CH-53D Sea Stallions approach a landing zone in Hawaii, 2004. }}

{{infobox aircraft type |type

Heavy-lift cargo helicopter |manufacturer Sikorsky Aircraft |designer |first flight YCH-53: 14 October 1964 |introduced 1966 |retired |status Active service |primary user United States Marine Corps |more users United States Navy German Army Israeli Air Force |produced |number built |unit cost |developed from |variants with their own articles HH-53 "Super Jolly Green Giant"/MH-53 Pave Low |developed into CH-53E Super Stallion }}

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The CH-53 Sea Stallion is the most common name for the Sikorsky S-65 family of heavy-lift transport helicopters. Originally developed for use by the United States Marine Corps, it is also in service with Germany, Iran, Israel, and Mexico. The United States Air Force operated the HH-53 "Super Jolly Green Giant" during the late- and post-Vietnam War era, updating most of them as the MH-53 Pave Low.

The dimensionally-similar CH-53E Super Stallion is a heavier-lifting, improved version designated S-80E by Sikorsky. Its third engine makes it more powerful than the Sea Stallion, which it has replaced in the heavy-lift mission.

Development

In 1960, the United States Marine Corps began to seek a replacement for their HR2S piston-powered helicopters. On 27 January 1961, the Marine Corps began working with the other three U.S. armed services on the "Tri-Service VTOL transport", which would eventually emerge as the Vought-Hiller-Ryan XC-142A tiltwing. The design became more elaborate and the program stretched out, causing the Marines to drop out when they decided they would not receive a working machine in a satisfactory timeframe. In the end, the XC-142A, although a very innovative and capable machine, never entered production.

In March 1962, the US Navy's Bureau of Naval Weapons, acting on behalf of the Marines, issued a request for a "Heavy Helicopter Experimental / HH(X)". The specifications dictated a load capability of with an operational radius of at a speed of . The HH(X) was to be used in the assault transport, aircraft recovery, personnel transport, and medical evacuation roles. In the assault transport role, it was to be mostly used to haul heavy equipment instead of troops.

In response, Boeing Vertol offered a modified version of the CH-47 Chinook; Kaman Aircraft offered a development of the British Fairey Rotodyne compound helicopter; and Sikorsky offered what amounted to a scaled-up version of the S-61R, with twin General Electric T64 turboshafts and the dynamic system of the S-64, to be designated the "S-65". Kaman's proposal quickly died when the British government dropped its backing of the Rotodyne program. Competition between Boeing Vertol and Sikorsky was intense, with the Chinook having an advantage because it was being acquired by the United States Army. Sikorsky threw everything into the contest and was awarded the contract in July 1962.

The Marines originally wanted to buy four prototypes but ran into funding problems. Sikorsky, determined to keep the deal, cut their estimate for development costs and said that the program could be done with two prototypes. The military bought off on the proposal, and in September 1962 Sikorsky was awarded a contract for a little under US$10 million for two "YCH-53A" prototypes, as well as a mockup and a ground-test airframe.

The development program did not go entirely smoothly, due to a shortage of engineering resources plus various failures of subcontractors and the government, but these problems were gradually overcome. There was also the problem that U.S. Secretary of Defense Robert S. McNamara was pushing to maintain "commonality" between the armed services by using the Chinook, but the Marines managed to convince McNamara's staff that the Chinook could not meet their requirements without numerous expensive changes.

All these obstacles overcome, the first YCH-53A performed its initial flight at the Sikorsky plant in Stratford, Connecticut, on 14 October 1964, about four months behind schedule. The Marines had already placed an initial production contract for 16 helicopters in September. Flight trials went more smoothly than expected, helping make up for the lost time in development. It received the military designation and name "CH-53A Sea Stallion". Delivery of production CH-53s began in 1966.

The CH-53A arrived in Vietnam in January 1967 and proved useful, eventually recovering even more downed aircraft than the CH-54. A total of 141 CH-53As were built, including the two prototypes. The United States Navy acquired 15 CH-53As from the USMC in 1971 for airborne mine countermeasures (AMCM) activities. The helicopters had more powerful T64-GE-413 turboshafts installed and the received the designation "RH-53A".

The United States Air Force ordered the HH-53B in September 1966 and first flew on 15 March 1967. It added a refueling probe, drop fuel tanks and a rescue hoist and featured upgraded T64-GE-3 engines. The Air Force used the HH-53B for combat search and rescue (CSAR). HH-53C was an improved CSAR variant with a smaller for improved performance. It also added more armor and better communication systems. The CH-53C was similar except it lacked a refueling probe. It was used by the USAF for more general transport work.

Heavy lifting in tropical climates demanded more power, so the Marines decided to acquire an improved variant, the "CH-53D", with uprated engines, originally the T64-GE-412 then later the T64-GE-413. The CH-53D also included an uprated transmission to go with the more powerful engines, and a revised interior to permit a load of 55 troops.

The initial flight of the CH-53D was on 27 January 1969. The CH-53D served alongside the CH-53A through the rest of the Vietnam War. A VIP transport version designated, "VH-53D" with plush accommodations was used by the Marines for the US presidential flights. The US Navy also acquired CH-53D based helicopters for mine sweeping. These were designated "RH-53D" and included mine sweeping gear such as a pair of 0.50 BMG (12.7 mm) Browning machine guns for detonating mines. The Navy received 30 RH-53Ds beginning in 1973. After the RH-53Ds were in service, the RH-53As were handed back to the Marines and restored to CH-53A configuration.

During the 1980s, Israeli Air Force's CH-53 Yas'ur fleet was upgraded and improved by Israel Aircraft Industries, along with military high-tech firm Elbit Systems. The project – which ended only in 1997 – improved the CH-53 avionics, robustness and extended its life span by at least two decades.

In 1989, some of the CH-53As being retired by the Marines were passed on to the U.S. Air Force for training, with these helicopters redesignated "TH-53As". The TH-53As were stripped of most operational equipment and painted in USAF camouflage colors.

Design

The Sea Stallion has a fuselage design similar to the Sikorsky S-61R/Jolly Green Giant series. It has a passenger door on the right side of the fuselage behind the cockpit and a power-operated rear loading ramp. The fuselage was watertight, though not intended for amphibious use, and only landed on water in emergencies. The Stallion has mechanical flight controls which are backed by three independent hydraulic systems. Armor protects crew and vital systems.

The CH-53A carries a crew of four; pilot, copilot, crew chief, and an aerial observer, a load of 38 troops, 24 litters with medical attendants, an internal cargo load of or an external load of on the single-point sling hook. The CH-53A is equipped with a pair of 7.62 mm M60 machine guns that point out to each side of the fuselage.

The CH-53A features a six-bladed main rotor and four-bladed tail rotor developed from those used on the S-64 Skycrane. To save space on board naval vessels, the tail boom and the rotors folded. The rotor system was initially driven by twin General Electric T64-6 turboshaft engines providing each, with an engine on each side of the forward fuselage. It was later produced with the T64-1 with and then the T64-16 with . The HH-53B featured T64-3 engines producing .

The CH-53D features uprated engines, initially T64-GE-412 with then the T64-413 with with an uprated transmission. Its interior added seats to allow for 55 troops. CH-53Ds are generally armed with twin .50 BMG (12.7 mm) M2/XM218 machine guns. In later years, CH-53Ds have been fitted with defensive countermeasures including an AN/ALE-39 chaff dispenser and an AN/ALQ-157 infrared countermeasure.

Later production CH-53Ds featured a Blade Inspection Method (BIM) scheme to detect cracks in its metal rotors. BIM involved pressurizing the interior of the rotor blades with nitrogen. If a crack is present pressure is lost and a red indicator on the rotor blade tip was tripped. Later, the BIM system was connected to a cockpit display. BIM reduced the need to swap out rotor blades on a routine basis.

Operational history

United States

The CH-53/HH-53 has had much combat experience during its lengthy service, with the U.S. military during the Vietnam War and as a Special Operations helicopter, and the Israeli Air Force.

The CH-53D served alongside the CH-53A through the rest of the Vietnam War, with both types performing a final service at the end of the conflict in performing evacuations of personnel from Saigon and Phnom Penh.

U.S. Air Force HH-53 Super Jollies were the primary search-and-rescue helicopter in Southeast Asia between 1967 and 1975, inserted the Operation Ivory Coast rescue team into the North Vietnamese prison camp at Son Tay in 1970, and carried the Marines who attempted to rescue the crew of the SS ''Mayagüez''. Marine-flown Navy Sea Stallions were the rotary-wing element of Operation Eagle Claw, the attempted rescue of American hostages in Iran in 1980 that ended in disaster and embarrassment at "Desert One".

The CH-53 is operated by the United States Marine Corps and Air Force in support of Operation Iraqi Freedom and Operation Enduring Freedom in Iraq and Afghanistan. It is also operated by the Navy in support of Operation Iraqi Freedom and Operation Enduring Freedom throughout the region, deployed out of a squadron in Bahrain.

On 12 October 2004 Heavy Lift Helicopters of Apple Valley, California received the first of two CH-53D Sea Stallions from Davis-Monthan Air Force Base for conversion into firefighting aircraft. This modification yields a "Fire Stallion."

On 17 September 2007, VMM-263 of the Marine Corps was deployed with ten MV-22B Ospreys, a tiltrotor aircraft. V-22 Ospreys will replace the Marine Corps CH-46Es and CH-53Ds, but not their CH-53Es. The new CH-53K is planned to supplant the Navy and Marine Corps' CH-53Es by 2015.

Israel

In August 1968, an IAF delegation went out to the Sikorsky plant in Connecticut, USA, to choose the IAF's next assault helicopter. The delegation was looking for a helicopter with augmented payload carry capacity, highly maneuverable and robust, that could survive direct hits from different caliber projectiles. They examined Boeing's CH-47 Chinook, and Sikorsky's CH-53. Lessons that had been learned in the Six Day War led the delegation to choose the Sikorsky.

The CH-53 was bigger and stronger than the IAF's other helicopters, and represented a new generation of assault helicopters - a leap forward in terms of rescue operations, transport missions and tactical troop landings.

In September 1969, in the course of the War of Attrition, the first two CH-53s arrived at the port of Ashdod, and received their Hebrew name, Yas'ur (Petrel). They were sent into action in short order. On August 6, 1970 the first Yas'ur squadron was established. They are the main cargo helicopters of the IAF, carrying troops and heavy equipment.

In 1969, during the War of Attrition, IAF ''Yas'ur'' CH-53s landed in Egypt and conveyed a captured Soviet advanced radar system back to Israel for examination by Israeli scientists and engineers (see ''Operation Rooster 53''). In the 1973 Yom Kippur War, the Yas'urs moved artillery batteries around the fronts, evacuated wounded soldiers and rescued pilots from behind enemy lines. In one engagement, a Yas'ur was damaged by cannon fire from a MiG-21 but returned safely to base. Since 1973, Yas'urs have also been used by the IDF to land and extract Sayeret commandos on deep raids into Lebanon and Syria.

During the 1980s, Israel Aircraft Industries, along with military high-tech firm Elbit Systems, upgraded and improved the IAF Yas'ur fleet. The project, ended in 1997, improved the CH-53 avionics, robustness and extended its life span by at least two decades.

In 1989, Yas'urs were used to fight a huge blaze on Mount Carmel. They performed dozens of low flyovers into the smoke and flames, dumped 700 tons of water on the fire, and doused it.

During the 2006 Lebanon War the Lebanese Hezbollah shot down an Israeli CH-53 Yas'ur with an anti-tank missile, killing five air crew members.

Germany

In 1966 the German military evaluated both the CH-53 and CH-47 Chinook as a replacement for the H-21 and H-34G helicopters with an initial requirement for 133. The purchase of the CH-53 was approved in June 1968 but due to budget constraints only 110 were ordered. Following the delivery in 1969 of two pre-production helicopters from Sikorsky the production aircraft were licence built by VFW-Fokker at Speyer in Germany. The first German-built helicopter flew from Speyer on 11 October 1971 and was delivered to the Erprobungsstelle der Bundeswehr 61 flight test centre at Manching on 1 December 1971.

The German Army flying units received 110 type CH-53Gs. Except for the first two, all machines were built in Germany. The first flight made by a German CH-53G was made in 1971, followed in March 1973 by the delivery of the first machines to The 35th Army Flying Regiment in Mendig, and shortly afterwards to the newly formed 15th Army Flying Regiment.

In order to meet ever more demanding specifications, over time the CH-53G received modifications designed to improve its service life and operational capabilities. These involved three major upgrades: new missile warning and self-protection systems; provision for two external fuel tanks allowing range to be increased to 1800 km when carrying 36 armed soldiers or a 5500-kg payload; and addition of a night vision goggles-compatible cockpit for night low-level flying capabilities. All CH-53Gs were upgraded by Eurocopter Germany by early 2001.

German flying units have carried out a whole range of international missions under the auspices of NATO and the UN, in Kosovo (KFOR) and also with IFOR, and more recently with ISAF in Afghanistan. Due to the lower cargo capacities of the NH-90, service life extensions for at least a portion the CH-53 fleet are envisioned, bringing its useful life out to approximately the year 2030.

Variants

;YCH-53A : Two prototypes with two T64-GE-3 engines.

;CH-53A : Initial production for USMC, 139 built.

;RH-53A : CH-53A re-engined with two T64-GE-413 engines as Airborne mine countermeasures (minesweeper) versions for the United States Navy, 15 conversion.

;TH-53A : Stripped CH-53As used for training by the United States Air Force.

;CH-53D : CH-53A with improved transmission, larger cabin for 55 troops and automatic rotor blade folding for the United States Marine Corps, 126 built.

;RH-53D : United States Navy mine countermeasures version of the CH-53D, fitted with 0.50 in guns and provision for air refueling, 30 built for the USN and six for Imperial Iranian Navy Aviation (since 1979, the Islamic Republic of Iran Navy Aviation).

;VH-53D : Two CH-53Ds for USMC VIP transport

;CH-53D Yas'ur : CH-53D exported to Israel. The Yas'ur 2000 version are helicopters upgraded and improved by the Israel Aircraft Industries to extend life span past 2000. The Yas'ur 2025 is a further upgraded version with new systems and new gearboxes.

;VH-53F : Six unbuilt VIP helicopters for the US Navy/Marine Corps.

;CH-53G : German base version of the CH-53D for German Army Aviation Corps. A total of 112 were produced including 2 pre-production and 20 assembled by VFW-Fokker and 90 built by Sprey. , 89 German CH-53s were in service, with 80 planned to be in service in 2014. All German CH-53s are going to receive T64-100 engines (in 3 batches, 1st batch has already been installed, 2nd batch is currently being installed and 3rd batch is planned with funding made available). All will receive IFR-capability.

;CH-53GS : Update of 20 CH-53Gs with additional missile counter measure, upgraded communication and navigation system and two external fuel tanks in late 1990s. They later received the first batch of T64-100 engines to operate in hot&high; conditions as they prevail in Afghanistan as well as MG3 and M3M machine guns. A CH-53GS/GE update has also been ordered to provide combat search-and-rescue (CSAR) capability to 26 helicopters.

;CH-53GE : A configuration based on CH-53GS combat search-and-rescue (CSAR) capabilities. The upgrade configuration was formerly known as CH-53GSX. It further updates with modern electronics, two external fuel tanks, counter measures and dust filters for the engines. Upgrade was ordered to support Afghanistan deployment.

;CH-53GA : Update of further 40 CH-53Gs with new flight deck, new flight control system, autopilot, navigation and communication systems, FLIR, ECM and missile counter measures as well as provisions for additional internal fuel tanks. The CH-53GA helicopter successfully completed its first flight in February 2010. The upgrade is to be completed in 2013.

:For other variants, see HH-53 "Super Jolly Green Giant"/MH-53 Pave Low and CH-53E Super Stallion.

Operators

;

Austrian Air Force ordered two in 1968; took delivery in 1970; sold them to Israel in 1981 because of their high operating costs.

; German Army has 101 in service as of November 2010. ; Mexican Air Force acquired four S-65C Ya’sur 2000s from Israel in 2005, and all are in service as of November 2008. ; Imperial Iranian Navy received 6× RH-53Ds mine sweepers that were acquired before the Iranian Revolution. , the Islamic Republic of Iran Navy had 2× RH-53D in use. ; Israeli Air Force has 33 CH-53s in service as of November 2008. ; United States Marine Corps has 178 CH-53D/E helicopters in inventory as of November 2008. Heavy Lift Helicopters

Accidents and incidents

Due to its large size and troop capacity, aerial accidents that involve CH-53 helicopters were some of the deadliest helicopter accidents ever.

On 10 May 1977, 54 people were killed in a CH-53 crash in Israel.

On 4 February 1997, two CH-53s collided in the "Helicopter Disaster" in Israel. A total of 73 people died in the accident. On 13 August 2004 a US Marine CH-53D from Marine Corps Air Station Futenma crashes into Okinawa International University on Okinawa, Japan. The crash was caused by maintenance error. The crash caused no serious damage or injuries but was a major international incident because of strained relations about the US use of Futenma.

Specifications (CH-53D)

See also

{{aircontent |see also= |related=

CH-54 Tarhe

Sikorsky S-61R

HH-53 "Super Jolly Green Giant"/MH-53 Pave Low

CH-53E Super Stallion

Sikorsky CH-53K

|similar aircraft=

CH-47 Chinook

Mil Mi-14

Aérospatiale Super Frelon

|lists=

List of active military aircraft of the United States

List of helicopters

List of military aircraft of the United States

}}

References

External links

US Navy CH-53A/D/E and MH-53E history page and US Navy CH-53 fact file

CH-53D/E Fact File and CH/RH-53D fact file on USMC site

CH-53 Yas'ur (Israeli Air Force website)

H-53 page on GlobalSecurity.org

CH-53 Sea Stallion page on GlobalAircraft.org

Category:Military helicopters H-53 Sea Stallion Category:Military aircraft of the Vietnam War Category:United States Marine Corps equipment Category:Firefighting equipment Category:Amphibious helicopters Category:Sikorsky aircraft

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