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link: https://www.simpleplanes.com/a/QLIg0D/Sikorsky-CH-53-King-Stallion

Sikorsky CH-53K King Stallion
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The Sikorsky CH-53K King Stallion is a large, heavy-lift cargo helicopter currently being developed by Sikorsky Aircraft for the United States Marine Corps (USMC). The design features three 7,500 shp (5,590 kW) engines, new composite rotor blades, and a wider aircraft cabin than previous CH-53 variants. It will be the largest and heaviest helicopter in the U.S. military. The USMC plans to receive 200 helicopters at a total cost of $25 billion. Ground Test Vehicle (GTV) testing started in April 2014; flight testing began with the maiden flight on 27 October 2015. In May 2018 the first CH-53K was delivered to the Marine Corps.

CH-53K King Stallion
CH-53K King Stallion prepares to land at Sikorsky Aircraft Corporation on (modified)).jpg
A CH-53K during a test flight in West Palm Beach
Role
Heavy-lift cargo helicopter
National origin
United States
Manufacturer
Sikorsky Aircraft
First flight
27 October 2015
Introduction
planned for 2018[1]
Status
In production
Primary user
United States Marine Corps
Program cost
US$25.335 billion (FY2015)[2]
Unit cost
US$87.1 million (Est. flyaway cost)[3][2]
US$122M (LRIP 1 excl. R&D)[3][2]
US$131M (LRIP 1 incl. R&D costs)[4]
Developed from
Sikorsky CH-53E Super Stallion
Contents
Development
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H-53 background
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The CH-53 was the product of the US Marine Corps' "Heavy Helicopter Experimental" (HH(X)) competition begun in 1962. Sikorsky's S-65 was selected over Boeing Vertol's modified CH-47 Chinook version. The prototype YCH-53A first flew on 14 October 1964.[5] The helicopter was designated "CH-53A Sea Stallion" and delivery of production helicopters began in 1966.[6] The CH-53A is equipped with two of the T64-GE-6 turboshaft engine and has a maximum gross weight of 46,000 lb (20,865 kg).

Variants of the original CH-53A Sea Stallion include the RH-53A/D, HH-53B/C, CH-53D, CH-53G, and MH-53H/J/M. The RH-53A and RH-53D were used by the United States Navy for minesweeping. The CH-53D included a more powerful version of the General Electric T64 engine, used in all H-53 variants, and external fuel tanks.[5] The US Air Force's HH-53B/C "Super Jolly Green Giant" were for special operations and combat rescue. The Air Force's MH-53H/J/M Pave Low helicopters were the last of the twin engined H-53s and were equipped with extensive avionics upgrades for all weather operation.[5]

In October 1967, the U.S. Marine Corps issued a requirement for a helicopter with a lifting capacity 1.8 times that of the CH-53D that could fit on amphibious assault ships. Before this Sikorsky had been working on an enhancement to the CH-53D, under the company designation "S-80", featuring a third turboshaft engine and a more powerful rotor system. Sikorsky proposed the S-80 design to the Marines in 1968. The Marines considered this a good, quick solution, and funded development of a testbed helicopter.[7] Changes on the CH-53E also included a stronger transmission and a fuselage stretched 6 feet 2 inches (1.88 m). The main rotor blades were changed to a titanium-fiberglass composite.[7] A new automatic flight control system was added. The tail configuration was also changed to a larger vertical tail with the tail rotor tilted slightly to provide some lift in hover.[8]

In 1974, the initial YCH-53E first flew.[8] Following successful testing the initial production contract was awarded in 1978, and service introduction followed in February 1981.[7] The US Navy acquired the CH-53E in small numbers for shipboard resupply. The Marines and Navy acquired a total of 177.[7] For the airborne mine countermeasures role, the Navy later ordered a CH-53E version designated "MH-53E Sea Dragon" with enlarged sponsons and fuel tanks for greater fuel storage.[7] The MH-53E began to be used by the Navy in 1986.[8] The Navy obtained 46 Sea Dragons.[7]

CH-53K
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CH-53K King Stallion prototype during the roll out ceremony
The US Marine Corps had been planning to upgrade most of its CH-53Es to keep them in service, but this plan stalled. Sikorsky then proposed a new version, originally the "CH-53X", and in April 2006 the USMC signed a contract for 156 aircraft as the "CH-53K"[9][10][11] valued at $18.8 billion with deliveries to be completed by 2021.[12] The Marines were planning to start retiring CH-53Es in 2009 and needed new helicopters very quickly as some aircraft would start hitting their structural life limits in 2011–12.[12] Flight testing of the CH-53K was expected to begin in 2011.[13]

The CH-53K is a general redesign of the CH-53E. The main improvements are new engines and cockpit layout. The CH-53K will have over twice the lift capacity and radius of action of the CH-53E, and a wider cargo hold to allow it to carry a Humvee internally. The CH-53K will feature new stubby composite sponsons to cut overall width, giving the helicopter a narrower footprint for shipboard operations.[13] It will also be equipped with a new composite rotor blade system, with technology similar to that currently found on the UH-60 Black Hawk helicopter. The CH-53K will use the General Electric GE38-1B engine.[14] This engine beat out the Pratt and Whitney Canada PW150 and a derivative of the Rolls-Royce AE 1107C-Liberty used on the V-22 Osprey.[15]

Sikorsky has announced its major subcontractors: Aurora Flight Sciences (main rotor pylon),[16] Exelis Aerostructures (tail rotor pylon and sponsons),[16] GKN Aerospace (aft transition),[16] Onboard Systems International (external cargo hook system),[17] Rockwell Collins (avionics management system),[18] Sanmina-SCI Corporation (Intercommunications System), and Spirit AeroSystems (cockpit and cabin).[16]

In August 2007, the USMC increased its order of CH-53Ks from 156 to 227.[19] In 2007, first flight was planned for November 2011 with initial operating capability (IOC) by 2015.[20] When the CH-53K enters service, it will serve as the USMC's heavy lift helicopter with the MV-22 (medium lift) and UH-1Y (light lift).[21] RAND released a report in 2007 on seabasing that suggested a higher ratio of CH-53Ks to MV-22s would reduce deployment times from naval ships.[22][23]

In 2008, design work was well underway. Progress was being made in weight reduction efforts to meet operational requirements. Increases in engine performance and rotor blade improvements are options to help meet requirements if needed. The rotor mast tilt was decreased and components shifted to ensure the center of gravity does not shift too far rearward as fuel is burned.[24] The design requirements were 'frozen' in 2009–10 and not changed since.[25]

On 22 January 2010, Sikorsky Aircraft opened a $20 million Precision Components Technology Center in Stratford, Connecticut, which will focus on production of the CH-53K. This facility will produce the rotating and stationary swashplates, main and tail rotor hubs, and main rotor sleeves among other parts.[26] On 3 August 2010, the CH-53K passed Critical Design Review (CDR), and the program is ready for test production.[27][28] However, the IOC fielding date was deferred to 2018.[29] Sikorsky had proposed to build four pre-production aircraft for operational evaluations.[30]