Thunder – a major multinational personnel
recovery exercise.
In November 2016, two teams of rescue
specialists undertook reconnaissance and
training in Afghanistan. On the 10th of that
month a massive improvised explosive
device was detonated at the German
Consulate in Mazar-e Sharif, killing six
people and injuring more than 120. The two
rescue teams had visited the consulate just
a few days earlier and were still close by, so
were quickly on scene to assist in freeing
and treating casualties.
FLYING THE CH-53
Aviation News spoke to Captain C, who
detailed the CH-53G’s lying characteristics
and capabilities: “In the air it manoeuvres
very well, [it is] difficult to tell that it is such
a large helicopter because it handles so
easily. In different roles the CH-53 can
be conigured to carry up to two Weasel
light-armoured vehicles in one load, or ive
standard 250 to 300kg pallets. These can
be rolled out of the rear of the helicopter,
‘egg laying’ as we move slowly forward.” In
the medevac role it can accommodate six
intensive care litters, or care for a maximum
of 18 less seriously wounded patients.
Up to seven crew are carried, depending
on the type of mission: captain, pilot, two
light engineers (one in the cockpit and
another in the cabin as loadmaster), two
gunners for the weapon positioned at
the side door plus another gunner on the
ramp. Captain C added: “For the helicopter
commander it can be extremely busy. The
second pilot will frequently do the lying while
I listen in on the radios, paying attention to
ground callsigns, air traffic or instructions from
the loadmaster and any warnings from the
door gunners.”
Afghanistan missions usually involve the
helicopters working in pairs with one providing
top cover. Approaching remote landing sites
can be difficult: “Our CH-53s create signiicant
downwash and cause ‘brownout’ conditions.
Although this causes us difficulties, it can
work to our advantage, partially hiding us from
potential adversaries.”
The CH-53G has a single fast-roping point
on the side door and two more from the rear
ramp. “For their irst time, most troops want
to exit using the rear ramp, but when we are
hovering with a nose-up attitude and the
ramp drops an additional 18 ̊ it creates a very
steep incline for them to reach the helicopter
exit rope.” He added: “As a pilot, I prefer if
they use the side door because I can watch
their progress down the rope. That helps me
keep a good position for them, which is easier
than having information relayed from the rear
ramp by the loadmaster.”
Talking more generally of the CH-53G,
Captain C explained: “We have a nearly
6,000kg maximum load capacity. That can
be whatever combination of fuel or payload
is necessary to meet the speciic mission
requirements. The trade-off is more payload
means less fuel and shorter range. If the
http://www.aviation-news.co.uk 57
A special white stallion scheme was painted on 84+06 to celebrate the transfer of the CH-53 leet
from the army to the air force. It was retired on April 15, 2016 and now serves as Laupheim’s gate
guard. HSG 64 ArchiveA CH-53GS taxies for departure at Laupheim. Dr Kevin WrightA ireighter and loadmaster coordinate the attachment of a 5,000 lit bucket used to drop water
on blazes. HSG 64 Archive