Dominant Logistics
Stallions of the Future
The CH-53 family of helicopters are among the most versatile and capable of any helicopters in the world. While their history is long and distinguished, the latest versions have taken helicopter performance to a level rarely even imagined, much less achieved. But one of the great mysteries of our time is why the Army never bothered to purchase any of these fine machines.
The current CH-53E has a maximum payload of 16 tons and it has been reported that the helicopter can carry as much as 18 tons in the F-model. It is also quite large and can carry substantial quantities of equipment and personnel internally. In other militaries, the Super Stallion is used as a means to transport light armor and future Stallions should do this for the U.S. military.
The CH-53G AirMech Stallion
The next generation of Stallion should feature a cabin large enough to carry light armor, such as the M113A3 internally. There needs to be sufficient room that this vehicle can be loaded and unloaded very rapidly. In most situations, the CH-53 will be used for transporting traditional cargo, but the main reason we need it is to transport light armor.
Having this aircraft would allow us to take advantage of airmobility on a tactical level. But it cannot be overemphasized how important it is that this capability be with internal carriage of the vehicle. Slingloading reduces the speed, maneuverability, and range of the aircraft to such a degree that true airmobility would not be possible.
As with other helicopter designs, the CH-53G should include a compound conversion option. In most situations, this will be for self-deployment only as the CH-53 already is capable of considerable speed and range. A new model will be available for those situations where greater speed and range is required.
The CH-53X Black Stallion
Many different concepts have been proposed as the
future replacement for the C-130 series of aircraft.
These proposals have varied from compound helicopters to flying wing concepts and
just about everything in between – except for the one idea that seems to be the most
logical solution for a future light transport aircraft.
Many years ago, the autogiro was developed to
provide a means to fly without requiring a substantial runway. In essence, the autogiro uses a rotor to provide
lift while a propeller provides forward thrust. Movement
of air over the rotor causes the spin that is necessary to provide sufficient lift. Various systems from rockets to transmissions are
used to spin the rotor for vertical take-off. Recent
developments in aviation have made possible a rather intriguing idea.
The VTOL version of the JSF uses a transmission to
spin a small lift fan to generate vertical lift without forward movement. What if we used a similar design to spin a very
large rotor? Then we include an electronic
device within the rotor blades to bleed off excessive lift and use the thrust from the jet
engine for forward propulsion. Add an exhaust
manifold similar to that used to contain the heat signature of the F-117 and place it all
on the upper section of a redesigned CH-53 (with sufficient dimensions to allow internal
carriage of vehicles or up to 3 of the proposed 7.5-ton pallets).
What this would give us is a revolutionary new air
transport platform. It would be fully capable
of vertical take-off and landing with a load of at least 20 tons (the current CH-53 can
lift a maximum of 18). It would also be
amphibious like the current CH-53. It should
have an unrefueled range in the area of 2000 miles. It
would be far more resilient to combat damage than any traditional military aircraft. It would be capable of very aggressive flight
profiles and it should even have a very limited ability to hover under some circumstances.
This aircraft would be able to operate from just
about anywhere including from the deck of a ship. It
should use less fuel than the current C-130 and would have a dramatically reduced
maintenance requirement compared to current transports.
It would also have a much lower purchase price than comparable aircraft because of
the overall simplicity of the design. In
essence, this design would be a heavy lift Huey.
While this platform would not have the true hover
capability of the CH-53, it will not require this capability for most missions. Traditional helicopters would still be available
to fill those roles. Instead, this system
would offer a far more capable replacement for the bulk of the current CH-53 and C-130
fleets at reduced purchasing and operating costs. This
aircraft could also replace or supplement the C-2 fleet for carrier operations. It would also fill the role left vacant by the
failed V-22 program.
What makes this design truly revolutionary from a logistics perspective is that this aircraft can operate virtually anywhere. It is equally at home on land, in the water, or on a ship’s deck. With jet propulsion, it can operate at higher speeds for long-range deployment but it can also operate at speeds lower than any current fixed wing aircraft. It is also safer to operate as it can autorotate to the ground or water if necessary. And all of this comes in a design that is simpler and cheaper to maintain than current and proposed systems with less capability.