The U.S. Marines have a problem. The CH-53E Super Stallion medium-heavy lift helicopters they rely upon to move troops, vehicles, and supplies off of their ships are wearing out. Fast. Yet the pace demanded by the Global War on Terror is relentless, and usage rates are 3x normal. Attrition is taking its toll, and CH-53s are being recalled from “boneyard” storage at Davis-Monthan AFB in Tucson, AZ, in order to maintain fleet numbers in the face of recent losses and forced retirements. No flyable airframes are left, and by 2012-2015, replacements will be urgently needed.

Enter the Heavy Lift Replacement (HLR) program, also known as the CH-53X and given the formal designation CH-53K in April 2006. The program’s value is estimated at $4.2 billion, and its requirements will define the future of the US Marine Corps’ medium-heavy lift capabilities. In recent news, Sikorsky just received $3.04 billion for the System Development and Demonstration (SDD) of the CH-53K aircraft, to include 4 SDD aircraft, 1 ground test vehicle, and associated program management and test support.

DID describes the CH-53K’s requirements, covers some of the potential improvements, and notes the treacherous political waters this program will need to survive, in order to wind up delivering US Marines the tools they’ll need to survive. The latest news involves additional sub-contracting by Sikorsky, and a GAO report that praises the program but reveals problems outside it…

• The HLR Program Lifts Off [updated]
• The CH-53X / CH-53K
• HLR Program: Contracts, Events & Milestones [updated]
• Appendix A: Flying Between Scylla and Charbydis: Navigating The Political Shoals
• Appendix B: Interesting Ideas: The CH-53X Skycrane Concept
• Appendix C: Additional Readings & Sources

The HLR Program Lifts Off

On average, existing CH-53E aircraft are more than 15 years old, have over 3,000 flight hours under tough conditions, and are becoming more and more of a maintenance challenge with a 44:1 maintenance man-hours:flight hours ratio. Not to mention the resulting $20,000 per flight-hour cost ratio. According to Jane’s Defense Weekly, a 1999 analysis showed that the existing fleet has a service life of 6,120 flight hours, based on fatigue at the point where the tail folds. The USMC expects that the existing fleet will start to reach this point in 2011, at a rate of 15 aircraft per year.

The HLR program calls for 156 new-build helicopters derived from the CH-53E Super Stallion, with initial flight tests in 2010-2011 and initial operating capability in 2014-2015. US Navy PMA 261 is responsible for the program, and the program manager in February 2007 is Capt. Rick Muldoon.

In an August 2005 decision, the US Navy released an Acquisition Decision Memorandum (ADM) authorizing the HLR program to work toward Milestone B approval in Fiscal Year 2006. If granted by the Pentagon’s Defense Acquisition Board, Milestone B approval authorizes a program to move into the System Development and Demonstration (SDD) phase, the next step required under Department of Defense procurement procedures.

That go-ahead was eventually given. A Dec 22/05 decision by the under secretary of defense for Acquisition, Technology and Logistics gave the estimated $4.4 billion program the green light. In April 2006, a $3 billion April 2006 “Cost Plus Award Fee” contract for the System Development and Demonstration (SDD) phase was signed with Sikorsky. Sikorsky is currently conducting competitions to select suppliers, and is still making awards on that basis.

To date, industrial partners include:

• United Technologies: Program lead (Sikorsky); Integrated secondary power systems, Environmental control system, Computers for the fly-by-wire system, and Primary main and tail rotor actuators (Hamilton Sundstrand); Integrated fuel system, Aircraft hydraulics (Eaton);
• Aurora Flight Sciences: Fuselage – main rotor pylon;
• BAE Systems: Fly-by-wire integration, Cockpit seats and Cabin armor systems;
• Curtiss Wright, Inc.: Fly-by-wire components;
• EDO Corp.: Fuselage – tail rotor pylon & side sponsons;
• GE: GE38-1B engines;
• GKN Aerospace: Fuselage – aft transition;
• Goodrich: Tail drive system, Electrical power generation and distribution system;
• Northrop Grumman: Radar warning receiver;
• Spirit AeroSystems: Fuselage – Cockpit and cabin.

The CH-53X / CH-53K

The CH-53K’s maximum gross weight will increase to 84,700 pounds, versus 73,000 pounds for the CH-53E. It is being designed to carry a cargo load of 27,000 pounds (13.5 tons) 110 nautical miles, operating at an altitude of 3,000 feet and an ambient temperature of 91.5 degrees Fahrenheit. This is nearly double the capacity of the current CH-53E Super Stallions.

Those altitude and temperature qualifications matter, too, because “hot and high” conditions lower aircraft load carrying capabilities and combat radius – especially for helicopters. This reduced performance has recently been a factor during operations in Afghanistan and relief efforts in Pakistan, for instance, and has been a factor with earlier models of the C-130 Hercules as well. Figures for the CH-53K operating entirely around sea level and in cooler temperatures would be higher, but would not be double that of existing CH-53Es.

As an example of these variables at work, Sikorsky’s CH-53K brochure states that the improved CH-53K will have a maximum external load of 16.3t/ 36k lbs. Realistically, in an operation that carries an externally-slung load from sea level to a point 3,000 feet above sea level, with a total range there and back of 220 nautical miles/ 407 km, and 30 minute loiter at the landing zone… that same brochure gives its maximum mission load as 12.25t/ 27,000 lbs.

It should be noted that external payloads create more drag than internal loads, and reduce range, but the point is clear.

Even at sea level, however, increased lift capacity will be important. As the Hummer’s fundamental lack of survivability begins to marginalize it on the battlefield, the Marines are leading the charge to field “MRAP” blast-resistant vehicle designs instead. While an up-armored HMMWV weighs about 9,100 pounds empty, the lightest Category 1 MRAP patrol vehicles check in at weights ranging from 16,000 – 31,000 pounds, and even the “light” JLTVs that will replace a large segment of the Hummer fleet are expected to weigh 14,000 – 20,000 pounds. Those weights mean that tactical operations to airlift mobile forces ashore beyond the beach, or within the zone of operations, will have only one helicopter available that can get the job done: the CH-53.

If the Marines think their existing fleet is seeing heavy use now, just wait.

The most important new addition to the CH-53K will be its GE38 engines. The military is hoping for 18% better specific fuel consumption, even though the engine would produce 57% more power than the similarly sized T64 engine. To improve maintenance and reliability, the GE38 is also expected to have 63% fewer parts.

Other technologies under consideration for the CH-53K include a “glass” [digital] cockpit that has high commonality and interoperability with existing Army and Navy helicopters, high-efficiency rotor blades with anhedral tips that are 11% wider, upgraded engines, a cargo rail locking system; external cargo improvements, survivability enhancements, and enhancements designed to extend service life.

The CH-53K program was going to use a “viscoelastic lag damper” for the rotors, in order to minimize vibration and stress. That was removed, in order to speed up deployment. A modified version of standard linear hydraulic dampers will be used instead. The Navy hopes for 2x reliability compared to the existing CH-53Es, but gave up the potential for 4x reliability.

An Affordable Solution To Heavy Lift [PDF format] by Lt. Col. James C. Garman, MH-53E pilot in HMH-772 and a Senior Preliminary Design Engineer in the Sikorsky’s New Product Definition Group, describes the basic outlines of many low-risk CH-53X/CH-53K improvements. See also this interview with former HLR program manager Col. Paul Croisetiere. As he put it in a later NAVAIR release:

“Given the CH-53E’s operational costs and maintenance demands, heavy lift has built its reputation for excellence on the backs of our maintainers… We are going to take our maintainers somewhere they’ve rarely been before. Home for dinner.”

Several decades of weapon program history indicates that this is an unlikely goal. Instead, the trend is that these promises are made, but more advanced and complex weapons have more points of failure and require even more maintenance. If the CH-53K program can break that cycle, it would represent a landmark success in Pentagon weapons acquisition.

The first CH-53K, a flight test aircraft, is scheduled to make its first flight in FY 2011. Initial operating capability, or IOC, is scheduled in FY 2015 and is defined as a detachment of 4 aircraft, with combat ready crews, and prepared to deploy with all required equipment and spares.

HLR Program: Contracts, Events & Milestones

Unless otherwise noted, all contracts are issued by the Naval Air Systems Command in Patuxent River, MD.

July 28/09: The GE38 team holds a ceremony at General Electric in Lynn, MA, celebrating the completion of the first full GE38 engine test. This first engine test, which began June 24/09, focused on basic engine checkout and risk reduction. All engine test parameters were within predicted values.

SDD phase testing will include 5 ground-test engines that will accumulate more than 5,000 engine test hours, plus 20 flight-test engines for the CH-53K development aircraft. NAVAIR release.

May 7/09: Curtiss-Wright Corporation announces a contract from Sikorsky to develop and supply data concentrator units for the CH-53K. Curtiss-Wright’s system consists of 2 data concentrator units (DCUs) that will receive and provide various avionic and air vehicle discrete, digital and analog inputs for monitoring, processing data and controlling various CH-53K subsystem components.

Curtiss-Wright’s Motion Control segment will develop and manufacture the DCU systems at its newly-opened City of Industry, CA, facility. The initial contract runs through 2011 with the production phase starting in 2013. The contract has a total potential value of $22 million when development and all aircraft production options and phases are completed.

April 21/09: Curtiss-Wright Controls Inc., announces a contract from United Technologies subsidiary Claverham Ltd. (a Hamilton Sundstrand Flight Systems business unit) to provide multi-channel linear variable displacement transducers (LVDTs) for the fly-by-wire (FBW) systems controlling the main rotor and tail rotor on the Sikorsky UH-60M Upgrade and CH-53K helicopters.

The LVDTs are special pressure sealed linear displacement transducers that are embedded in Claverham’s Primary Flight Control Actuators. The transducers provide electrical signals that are proportional to the position of the hydraulic actuator rod, and the actuators change pitch angles on the main and tail rotors in response to the pilot’s commands.

These two programs have a potential contract value in excess of $20 million over a 15-year period, with shipments expected to begin in 2009. The company will supply these products from its Christchurch, UK operation.

March 30/09: The US GAO audit office delivers its 7th annual “Defense Acquisitions: Assessments of Selected Weapon Programs report, which looks at 47 programs including the CH-53K HLR. The CH-53K stands out, as one of the few programs to show lower R&D projections (from $4.23 billion to $4.17 billion) and estimated delivery time (2 months early) since its 2005 baseline. The truth is, the Marines have little choice. The time crunch has already begun:

“According to program officials, all available decommissioned CH-53E helicopters have been reclaimed…. Currently deployed CH-53E aircraft are flying at three times the planned utilization rate…. The program intends to manufacture up to 29 of the 156 total [CH-53K] helicopters (19 percent) during low-rate initial production at the same time that it is conducting initial operational testing. While concurrent testing and production may help to field the systems sooner, it could also result in greater retrofit cost…”

That’s likely, since a number of requirements and systems have been shelved, in order to deliver the helicopter on time:

“Both of the CH-53K’s current critical technologies, the main rotor blade and the main gearbox, are immature and are expected to be fully mature following the low-rate initial production decision in 2013. The program replaced a third technology, the viscoelastic lag damper, with a modified version of an existing [linear hydraulic damper] technology. During preparations for the preliminary design review, it was discovered that maturing system engineering tasks would potentially require additional cost and time. As a result, the program eliminated noncritical requirements to contain costs and delayed the preliminary and critical design reviews and low-rate initial production decision.”

Feb 8/09: BAE Systems announces contracts from Sikorsky Aircraft for development and initial deliveries of CH-53K Cockpit Seats and Cabin Armor Systems, and for integration of the CH-53K’s fly-by-wire flight controls. BAE Systems efforts will include design, development, testing, qualification, and delivery of initial systems to support the flight test and ground test aircraft. Follow-on contracts would be placed for production orders and spares.

The seats will be based on BAE Security & Survivability Systems S7000 armored, crashworthy seats, and first deliveries of both seats and cabin armor are scheduled for 2010. The total value of the programs is estimated at approximately $90 million through 2022, if 156 CH-53K aircraft are built.

May 30/08: Camber Corp. in Huntsville, AL received an $8.6 million cost-plus-fixed-fee contract for program management, acquisition management, and engineering and technical services in support of the CH-53D, CH-53E, MH-53E, and CH-53K.

Work will be performed in Patuxent River, MD and is expected to be complete in November 2008. This contract was not competitively procured by the Naval Air Warfare Center Aircraft Division, Patuxent River, MD (N000421-08-C-0044).

Feb 18/08: Northrop Grumman Corporation announces that U.S. Naval Aviation Systems Command has picked their APR-39BvX radar warning receiver (RWR) integration program for the Navy’s CH-53K helicopter fleet. The APR-39 BvX upgrade, scheduled for completion and flight testing in late 2009 or early 2010, builds on the recently completed AvX program and includes new, faster processors and “massive” memory expansion.

Under the terms of the $17 million phase Phase 2 contract, Northrop Grumman will incorporate all electronic warfare (EW) integration capabilities of the APR-39Av2 and APR-39Bv2 versions, which are variants of the same system tailored to the kind of aircraft computer and cockpit interfaces in Navy/USMC aircraft. The APR-39BvX program will create one interoperable version for the forthcoming CH-53K fleet. This phase 2 program will include electronic warfare controller and integration interfaces to multiple missile and laser warning sensors, and also tie the APR-39 into Northrop Grumman’s Directional Infrared Countermeasures (DIRCM) systems onboard each of the helicopters. The intended result is a system providing warning and protection against electro-optical, infrared, and radar guided missiles, and electronic warfare threats. NGC release.

Nov 6/07: Sikorsky has selected fellow United Technologies Corporation subsidiary Eaton Corporation to design, develop and supply the CH-53K’s integrated fuel system. This is in addition to the contract for the helicopter’s hydraulic power generation system and fluid conveyance package awarded to Eaton in July 2007.

During the development phase of the program, which runs through 2014, Eaton will provide the integrated fuel system support hardware for 5 helicopter shipsets in addition to a number of system development test sets. “Based on expected production of more than 156 helicopters for the U.S. Marine Corps, the contract value is approximately $96 million and, when combined with anticipated foreign military sales, is expected to exceed $160 million over the approximate 12-year life of the program.” Eaton release.

Sept 17/07: Fellow United Technologies’ subsidiary Hamilton Sundstrand announces that they’ve been selected to supply integrated secondary power systems for the CH-53K, consisting of the environmental control system, auxiliary power unit and main engine start system. The environmental control system (flight deck and avionics air conditioning, cabin ventilation and heating, engine bleed system, and supply air for the onboard inert gas generation system) and main engine start system will be built at Hamilton Sundstrand’s Windsor Locks, CT facility. The Auxiliary Power Unit will be built at the company’s San Diego, CA facility.

The contract includes design, development and production work; design and development will begin immediately with first hardware deliveries scheduled for 2009. Hamilton Sundstrand says that this agreement has a potential value of more than $400 million. The firm already holds contracts to supply the CH-53K’s fly-by-wire flight control computers, and primary main and tail rotor actuators. Hamilton Sundstrand release.

Sept 4/07: Sikorsky Aircraft Corporation has selected Goodrich Corporation to act as integrator for the CH-53K’s input and tail drive shaft system, as well as supplying the electrical power generation and distribution system (q.v. June 17/07). See DID coverage.

July 12/07: Sikorsky Selects fellow UTC subsidiary Eaton to supply the CH-53K’s Hydraulic Power Generation System and Fluid Conveyance Package. During the development phase of the program, which runs through 2014, Eaton will provide support hardware for 10 aircraft shipsets. Based on expected production of more than 156 aircraft for the U.S. Marine Corps, as well as anticipated foreign military sales, the potential value of the contract over the life of the program is expected to exceed $200 million. Eaton release.

June 20/07: France & Germany confirm their heavy-lift helicopter program, known as HTL in France and FHT in Germany. A full set of specifications have not been created yet, and the countries involved are still trying to decide whether to pay the price of a full R&D program to get exactly what they want, or base their helicopter on an existing design. Possible contenders include the CH-53K, Boeing’s CH-47F, and Rosvertol’s super-giant Mi-26T helicopter.

See DID’s in-depth coverage in “The European Heavy Lift Helicopter Program?”, which explains the program, the contenders’ advantages and disadvantages, and the key competitive factor at work.

June 18/07: Canadian aerospace manufacturer Heroux-Devtek Inc.’s Landing Gear Division received a contract from Sikorsky to design, develop, fabricate, assemble, test and deliver the CH-53K’s landing gears and tail bumper during the SDD phase, which includes the production of landing gears and tail bumper assemblies for 8 systems. Total revenue for the SDD and the Production Phase, which will be awarded in a separate contract, is expected to exceed C$ 95 million (about $89 million). Rotor News.

June 17/07: Sikorsky Aircraft Corporation has selected Fortune 500 firm Goodrich Corporation to supply the electrical power generation and distribution system for the CH-53K program. Goodrich’s Pitstone Green, UK and Twinsburg, OH facilities will be involved in the development and delivery of a complete electrical power system for the aircraft, consisting of generators and controls; primary power distribution; AC/DC converters; battery; and external power controls.

Goodrich currently supplies power generation for the Sikorsky S-92/H-92 Superhawk, and has recently been selected to supply the DC power generation for the Sikorsky’s upgraded S-76D civil helicopter. Rotor News | Goodrich press kit release incl. pictures

May 9/07: Sikorsky Aircraft announces its selection of 4 subcontractors to design and fabricate the CH-53K’s major fuselage sections, “following an extensive solicitation and evaluation of multiple bids over a 12-month competition”: They include Aurora Flight Sciences in Manassas, VA; Bridgeport, WVA; and Columbus, MS; R&D in Cambridge, MA (main rotor pylon). EDO Corp. composites in Salt Lake City, UT; select resin transfer molding parts from Walpole, MA; and final assembly in North Amityville, NY (tail rotor pylon & side sponsons). GKN Aerospace in Nashville, TN & St. Louis, MO (aft transition). Spirit AeroSystems in Wichita, KS (cockpit and cabin).

Design will be conducted in a collaborative environment between supplier sites and Sikorsky’s Heavy Lift Development Center using model management systems linked to Sikorsky IT and data systems. Composite and titanium materials are being employed extensively to provide superior fatigue and corrosion durability at minimum weight, and state-of-the-art manufacturing processes such as co-curing, automated part fabrication, super high speed machining, and determinant assembly are being pressed into service to keep costs down. Sikorsky release.

Assemblies will initially be built for 7 test and certification aircraft (4 Engineering Development Models, 1 Ground Test Vehicle, 1 Static Test Article and 1 Fatigue Test Article.) The CH-53K SDD program schedule runs through the end of September 2015.

ADDENDA: GKN Aerospace’s release says that they’re contracted to deliver their 7 development ship sets to Sikorsky between 2009 – 2012, and estimates that this deal could be worth up to $70 million to them. Aurora Flight Sciences’ release clarifies that the Main Rotor Pylon (MRP) is one of 6 major fuselage sections; it is mostly made of composite materials, and houses the CH-53K’s Main Rotor Head, the No. 2 engine and other aircraft subsystems. EDO Release [PDF format]

Feb 12/07: Sikorsky Opens the CH-53K Development Center. The CH-53K program’s new Heavy Lift Development Center is a 106,000-square-foot office building in Stratford, CT, about 5 miles from Sikorsky’s main facility. It houses the CH-53K Program and Engineering staff, co-locating 500 team members consisting of Sikorsky, Naval Air Systems Command, Defense Contracting Management Agency personnel and subcontractors. These members work in Integrated Product Teams to design, develop, test and manufacture major systems and subsystems within the CH-53K.

Dec 22/06: Sikorsky Aircraft has selected General Electric Aviation to provide the new CH-53K heavy lift helicopter’s main engines. The GE38-1B engine planned for the CH-53K is a derivative of the CFE738 commercial turbofan engine used in the Falcon 200 business jet; the CFE738 was in turn derived from the T407 turboprop intended to power the US Navy’s updated P-7 Orion (that program was canceled and a competition restarted that left the 737-derived P-8A MMA as the winner). See also GE’s Feb 7/07 release.

According to this Flight International article, GE’s engine beat out Pratt & Whitney’s PW150 and a derivative of Rolls Royce’s AE1107 that powers the V-22 Osprey.

Oct 30/06: Sikorsky Aircraft has submitted test results for its 4th Generation™ rotor blade, which builds on the work done for the Growth Rotor Blade™ (GRB) currently used on their new UH-60M and S/H-92 helicopters, using anhedral tips. The CH-53K model wind tunnel testing performed late in the summer of 2006 has reportedly shown a significant improvement in forward flight efficiency over the GRB. Earlier in the year, similar model rotor hover testing indicated large gains in hover efficiency. Read Sikorsky’s release.

July 19/06: Jane’s reports that EADS Eurocopter is seeking partners for a “super lift” helicopter to be fielded around 2020 with the French & German militaries, and confirms that talks have been held with Sikorsky regarding a modified CH-53K with European avionics and a larger cabin.

The Germans apparently want to replace their CH-53Gs (actually modified CH-53Ds) around 2020, and will look for upgrade programs to bridge the gap. The French currently lack heavy-lift helicopters in the CH-53 or CH-47 class, though the supergiant Russian Mi-26 was evaluated recently. Eurocopter and Sikorsky recently partnered on the successful $3 billion LUH program, but the firm has said it is keeping all its options open and is making no commitments.

UPDATE: Germany is updating their CH-53Gs, and the 2 countries are also going ahead with the heavy lift helicopter program. The CH-53K is still a competitor. Where does it stand? See June 20/07 entry, or DID’s FOCUS Article “The European Heavy Lift Helicopter Program?”

April 5/06: Sikorsky Aircraft Corp. in Stratford, CT receives a $3.04 billion modification to a previously awarded cost-plus-award-fee contract (N00019-06-C-0081) for the System Development and Demonstration (SDD) of the CH-53K aircraft, to include 4 SDD aircraft, 1 ground test vehicle, and associated program management and test support. Work will be performed in Stratford, CT and is expected to be complete in December 2015. See also NAVAIR release.

Dec 22/05: A formal decision by the Honorable Kenneth R. Krieg, US Undersecretary of Defense for Acquisition, Technology and Logistics, gives the estimated $4.4 billion HLR program the green light to proceed to the System Definition and Development (SDD) phase.

August 25/05: Sikorsky Aircraft Corp. in Stratford, CT received a $43.3 million cost-plus-fixed-fee delivery order against a previous basic ordering agreement (N00019-03-G-0003) to perform requirements definition and engineering studies in support of the Marine Corps’ Heavy Lift Replacement (HLR) Program. Work on the requirements definition and engineering studies will be performed in Stratford, CT and is expected to be complete in April 2006. DID coverage.

Jan 6/05: Sikorsky Aircraft Corp. in Stratford, CT received an $8.4 million cost-plus-fixed-fee contract for preliminary design work in support of HLR, as part of the initial system development and demonstration of the Marine Corps’ CH-53X Heavy Lift Replacement (HLR) program. Work on the preliminary design contract (N00019-06-C-0081) will be performed in Stratford, CT and is expected to be complete in January 2008. DID coverage.

Dec 23/04: While several awards under this particular contract covered the Presidential Helicopter program (as DID reported, Sikorsky lost) and other helicopter engineering, a $34 million time and materials delivery order was issued against a previously awarded basic ordering agreement N00019-03-G-0003 to perform requirements definition and engineering studies in support of the Marine Corps’ Heavy Lift Replacement Program. Work was performed in Stratford, CT, and was expected to be complete in May 2005.

Appendix A: Flying Between Scylla and Charbydis: Navigating The Political Shoals

DID’s coverage of the HLR program has also included a report about HLR’s potential merger with the US Army’s futuristic JHL program. The Joint Heavy Lifter (JHL) is imagined as an aircraft with cargo capacity that approaches a C-130 Hercules transport (about 20 tons), but with the ability to take off and land like a helicopter. No current US military helicopter platform even comes close. As DID’s linked report notes, JHL’s competitors are deploying some radical and different technologies in their attempt to achieve these goals – from quad tilt-rotors to coaxial skycranes and even compund helicopters.

AJanuary 9, 2005 DefenseLINK article notes that Marine Corps acquisition officials also weighed the option of participating in JHL. While Congress could always step in to force the issue – and may still do so – the Marine Corps note that this would be deeply unwise for a number of reasons:

“The Army’s proposed heavy lift requirement to transport the Future Combat System greatly exceeds our requirement,” said program manager, Col. Paul Croisetiere. “The actual aircraft hasn’t been designed yet, but initial analysis suggests the joint heavy lifter will be too large to operate from current and programmed amphibious shipping. We may have a use for it, but in more of a logistical role as a possible KC-130J [air tanker] replacement – we still need the CH-53K for tactical heavy lift.”

Joint Heavy Lifters may not be available any sooner than 2025, according to Croisetiere, which is more than 10 years after the Marine Corps will be forced to start retiring its current CH-53E fleet. Even if the Marines could use it, Croisetiere noted that as currently envisioned, JHL will be too big to operate from the Marines’ amphibious ships.

This is a logical argument. As DID has previously noted, however, this rationale might sell better if the USMC hadn’t spent the last decade describing tilt-rotor technology as the necessary wave of the future that would make helicopters obsolete, in its quest to sell the $100 million per plane V-22 Osprey.

When budgets are also being squeezed hard by multiple cost overruns on a wide swath of programs, programs that appear to be similar to each other will become big targets for Congressional cuts and pressure to merge. The US Marines have been the leading service advocates of tilt-rotor technology as a transformational necessity. Having invested so much of their prestige and credibility in the V-22, some people on Capitol Hill seem inclined to view the Marines’ rejection of a program that includes similar Quad Tilt Rotor and OSTR options as inconsistent, and hence mere territoriality. If this view spreads, it will not bode well for the HLR Program’s political survival.

It certainly wouldn’t be the first time in US military procurement history that the promise of the shiny new thing has found itself in the way of fulfilling military necessities with cheaper, proven options.

The natural response to such pressures would be twofold. One track would emphasize the comparatively speculative nature of the JHL Program’s technologies and their uncertain development timelines. The other track would tout the value of cheaper builds of proven helicopters, in order to meet immediate needs and an uncompromising timeline for fleet airframe life. This is exactly what Col. Paul Croisetiere has done.

Making that argument, however, flies in the face of almost everything the USMC said when some in Congress pushed for immediately available conventional helicopter options to replace the Marines’ extremely aged Vietnam-era CH-46 Sea Knights. Options that would also have cost about half the price per aircraft. If the CH-46s could be patched together via life extension programs and extensive maintenance while the V-22s sorted out their difficulties and eventually reached production many years late, why not the CH-53Es? Especially if pursuing a similar tilt-rotor technology like the JHL’s QTR would reduce the V-22’s per-aircraft costs while increasing overall interoperability, and therefore easing long-term maintenance and logistics costs as well?

These arguments may or may not be considered valid. Nevertheless, they should absolutely be expected as the Global War on Terror, unexpected future contingencies, and a looming demographic shift put increasing pressure on US defense budgets. The US Marine Corps has certainly prepared the ground well.

The HLR program may have an eventful political journey ahead of it.

Appendix B: Interesting Ideas: The CH-53X Skycrane Concept

As a point of interest, this is one of the more innovative suggestions we’ve seen re: the next-generation CH-53X. It proposes turning the CH-53 into a “Skycrane” variant, and using it in conjunction with the trend toward “battle box” containerized forces concept plus underslung light armor & vehicles.

The idea is that this would improve both the CH-53E’s capabilities (via reducing aircraft weight but not power) and the USA’s transformational deployability (via faster and more versatile load and ship that would also improve tactical surprise).

Appendix C: Additional Readings & Sources

• GloablSecurity.org – Heavy Lift Replacement [CH-53X]

• Sikorsky – CH-53K. See esp their CH-53K brochure [PDF format, 1.15 MB]

• Flight International (June 25/08) – GE plots GE38 engine’s future in emerging heavylift market. Offers further details re: the CH-53K’s planned engine.

• US DoD DefenseLINK, Transformation (Jan 9/06) – New Heavy Lift Helicopter Starts Development

• US Navy, NAVAIR (April 5/06) – $3B CH-53K contract awarded to Sikorsky

• Jane’s Defense Weekly (Feb 24/06) – US heavy-lift aircraft will stretch state of the art. Full subscriber’s article includes JHL Program coverage as well.

• DID (Jan 9/06) – CH-53X (HLR) Program Moves Into SDD, Preliminary Design. An $8.6 million preliminary design contract is issued to Sikorsky, beginning the SDD phase. The CH-53X program is also redesignated CH-53K. Has the HLR program dodged the bullet?

• DID (Sept 27/05) – CH-53X HLR & JHL: Future Heli Programs on Collision Course? The shiny new (expensive, uncertain) thing may become the enemy of the necessary, proven thing in the US military’s procurement culture. Again.

• DID (Sept 21/05) – CSAR-X: And Boeing Makes 3…. The HLR program may be affected by the choices Sikorsky makes in the CSAR-X competition.

• DID (Aug 29/05) – HLR (CH-53X) Helicopter Program Moves Toward Milestone B Approval

• Aviation Today (July 1/05) – Future Heavy Lift for the Marine Corps. An interview with Col. Paul Croisetiere, program manager for the U.S. Naval Air Systems Command H-53 Heavy Lift Helicopters Program PMA 261.

• Hill News (June 1/05) – House language could create friction over chopper programs

• USMC, Leatherneck Magazine (May/05) – Heavy Lift Replacement: A Vital Marine Corps Program

• American Helicopter Society, Vertifile Magazine (Spring 2002) – From The Past To The Future Of Heavy Lift Part Three: Heavy Lift Helicopters [PDF format]

• American Helicopter Society’s Vetifile Magazine (Spring 2002) – An Affordable Solution To Heavy Lift [PDF format] by Lt. Col. James C. Garman, MH-53E pilot in HMH-772 and a Senior Preliminary Design Engineer in the New Product Definition Group, Sikorsky Aircraft Corporation. It describes the basic outlines of many low-risk CH-53X improvements.

• Naval Technology – CH-53E Super Stallion – Heavy-Lift Helicopter, USA