The digital flight control system prevented the pilot from overstressing the aircraft. Also added was a new automatic flight control system. The low-mounted, symmetrical, horizontal tail was replaced by a larger, vertical tail, and the tail rotor tilted from the vertical to provide some lift in hover while counteracting the main rotor torque. The main rotor blades were changed to a titanium-fiberglass composite. Ĭhanges on the CH-53E also include a stronger transmission and a fuselage stretched 6 feet 2 inches (1.88 m). Prototype testing investigated the addition of a third engine and a larger rotor system with a seventh blade in the early 1970s. In 1970, against pressure by the US Defense Secretary to take the Boeing Vertol XCH-62 being developed for the Army, the Navy and Marines were able to show the Army's helicopter was too large to operate on landing ships and were allowed to pursue their helicopter. The YCH-53E on its first flight, 1 March 1974 note that the horizontal stabilizer differs from the production version The Marines liked the idea, since it promised to deliver a good solution quickly, and funded the development of a testbed helicopter for evaluation. Sikorsky proposed the S-80 design to the Marines in 1968. Before the issue of the requirement, 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. The US Navy and US Army were also seeking similar helicopters at the time. In October 1967, the US Marine Corps issued a requirement for a helicopter with a lifting capacity 1.8 times that of the CH-53D that would fit on amphibious warfare ships. 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. Air Force's HH-53B/C "Super Jolly Green Giant" was for special operations and combat rescue, and was first deployed during the Vietnam War. The CH-53G was a version of the CH-53D produced in West Germany for the German Army. The CH-53D included a more powerful version of the General Electric T64 engine, used in all H-53 variants, and external fuel tanks. The RH-53A and RH-53D were used by the US Navy for minesweeping. 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 first CH-53As were powered by two General Electric T64-GE-6 turboshaft engines with 2,850 shp (2,125 kW) and had a maximum gross weight of 46,000 lb (20,865 kg), including 20,000 lb (9,072 kg) in the payload. The helicopter was designated "CH-53A Sea Stallion" and delivery of production helicopters began in 1966. The prototype YCH-53A first flew on 14 October 1964. Sikorsky's S-65 was selected over Boeing Vertol's modified CH-47 Chinook version. Marines' "Heavy Helicopter Experimental" (HH(X)) competition began in 1962. The Sikorsky CH-53K King Stallion, which has new engines, new composite rotor blades, and a wider aircraft cabin, is set to replace the CH-53E. The less common MH-53E Sea Dragon fills the United States Navy's need for long-range minesweeping or airborne mine countermeasures missions, and performs heavy-lift duties for the Navy. It was built by Sikorsky Aircraft for the United States Marine Corps. As the Sikorsky S-80, it was developed from the CH-53 Sea Stallion, mainly by adding a third engine, adding a seventh blade to the main rotor, and canting the tail rotor 20°. The Sikorsky CH-53E Super Stallion is a heavy-lift helicopter operated by the United States military.
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