payload is less than ten
metres long and two-by-
two metres high and wide
it will probably t [in the
cabin]. The loadmaster
works to more precise
calculations, but this
gives a pretty reliable
estimate.” Large
underslung loads can
be transported and
monitored from inside
the cabin by removing a
hatch cover in the oor.
“We can do rotors-
running refuelling on the
ground, but the fuel truck
operator has to transfer
the fuel at higher than
usual pressure otherwise we will be using
as much running on the ground as we are
taking onboard.”
Keeping the crew protected from
ground re has seen modi cations to the
helicopter’s armour. High-sided armour
inside the cabin has been exchanged for
lipped oors that extend part way up the
sides to mostly protect the crew from small
arms re. A component protection system
keeps safe key equipment from weapons
up to .50 calibre. Kevlar fragmentation mats
are placed in unprotected areas, such as
in the lower cockpit glazing near the crews’
legs. They also wear items that offer some
defence. These measures simultaneously
improved crew protection and reduced
overall weight.
Training and exercises are a continual
part of life on HSG 64. During May of last
year, three CH-53s deployed to Pápa Air
Base in Hungary for exercise Fireblade- Seventy personnel accompanied
the helicopters for this European
Defence Agency sponsored event which
tested capabilities (such live ring) in a
multinational context. Occasionally, new
challenges still arise and on August 29
last year two CH-53s landed on the Royal
Netherlands Navy logistic ship HNLMS
Karel Doorman. It was involved in trials and
exercises off Den Helder and tested the
helicopters ability to embark on the ship.With more than 45
years’ service under
their belt, extensive use
on operations, training
plus obsolescent
equipment are
exerting a cost. Even
with measures to
conserve the eet’s
life, maintenance to
ight hour ratios have
increased signi cantly
and are affecting overall
airframe availability.
An interim solution
was announced in
February 2017 by
Airbus Helicopters’
Military Support Centre
at Donauwörth which had been awarded
a contract to upgrade 26 CH-53s to a
new standard. Known unofficially as the
CH-53GSX, it will ensure extension of the
remaining eet’s lifespan to 2030.
Twenty GS and six GE variants are to be
modi ed, which involves replacing parts that
are difficult to acquire with new components.
Work is due to be completed in 2022 and
is particularly important, given Lockheed
Martin’s (owner of Sikorsky) decision to
withdraw support for the twin-engined
versions of the CH-53.
Thoughts of replacing the CH-53 eet
are well under way for up to 60 helicopters
that require an air refuelling capability.
Boeing has stated it will propose the CH-47
Chinook, and Sikorsky the CH-53K King
Stallion, with evaluation of both already
under way. On March 28, a CH-53K
prototype was airlifted into Holzdorf by a
C-17, debuting at the ILA Berlin airshow in
late April. The selection decision is required
soon if plans for the rst helicopter to be
delivered in 2022 are realised.58 Aviation News incorporating Jets November 2018
‘More than 100
refugees were
carried on some
evacuation flights.’
Above: Troop seats in the cabin of a CH-
53 can be removed to make more space.
Dr Kevin Wright
Below: A ramp gunner res a 12.7mm M3M
machine gun during Exercise Heli Dust 2018
at the Oberlausitz training area in Saxony.
Bundeswehr/Johannes Heyn