The CFE CFE738 is a small turbofan engine aimed at the business/commuter jet market manufactured by the CFE Company , and is used on the Dassault Falcon 2000 .
41-709: The success of the GE27/GLC38 gas generator development of the 1980s led to the formation of the CFE Company by GE and the Garrett Engine Division of Allied Signal (now Honeywell) in 1987. The CFE738 is a two-shaft design, consisting of a single stage bypass fan connected via one shaft to a 3-stage low-pressure (LP) turbine at the rear of the engine; with a six-stage combination low-pressure/high-pressure (LP/HP) axial/ centrifugal compressor (five axial stages and one centrifugal stage) driven by
82-505: A bypass ratio of 5.3 and airflow of 240 lb/s (108.9 kg/s). The take-off thrust is 5,600 lbf (24.9 kN), flat-rated to ISA +15°C (30°C, 86°F). Chosen to power the Falcon 2000 in 1990, the engine was also first run in May 1990, and it was first flown on a Boeing 727 testbed on 31 August 1992. The CFE738-1 made its inaugural flight on a Falcon 2000 prototype on March 4, 1993. It was certified by
123-549: A $ 8.5 million contract for CH-53K maintenance training aids, such as the Maintenance Training Device Suite (MTDS) and Helicopter Emulation Maintenance Trainer (HEMT). The MTDS is a realistic training and evaluation environment for various avionics, electrical, and hydraulic subsystems. The HEMT is a 3D simulation of multiple scenarios, such as functional test, troubleshoot, fault isolation, removal and installation of 27 subsystems. On 24 January 2014,
164-698: A compressor air flow of 27–28 pounds per second (12–13 kg/s) and a turbine temperature of 2,400–2,500 °F (1,320–1,370 °C; 2,860–2,960 °R; 1,590–1,640 K). The GE27 first ran in late 1984, but it unexpectedly lost the V-22 engine competition to the Allison 501-M80C , which was not a participant in the MTDE program. In the late 1980s, GE used the GE27 as the basis for the commercial development of turboshafts , turboprops , turbofans , and propfans under
205-448: A major program restructuring. Flaws included the engine re-ingesting exhaust gas, limited service life for the rotor gear boxes, late deliveries of redesigned parts, and deficiencies with the tail rotor and driveshaft. It is estimated that the delay will push back delivery of combat-ready CH-53Ks until May 2020. In 2023, an order was placed with Sikorsky Helicopters for 35 CH-53K helicopters for 2.77 billion USD, as production ramped up at
246-724: A maximum gross weight of 46,000 pounds (21,000 kg). 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 RH-53A and RH-53D were used by the United States Navy for minesweeping . The CH-53D had a more powerful version of the General Electric T64 engine, used in all H-53 variants, and external fuel tanks. The US Air Force 's HH-53B/C Super Jolly Green Giant were for special operations and combat rescue. The Air Force's MH-53H/J/M Pave Low were
287-602: A more powerful rotor system. Sikorsky proposed the S-80 design to the Marines in 1968. The Marines considered this a good, quick solution, and funded development of a testbed helicopter. Changes on the CH-53E also included a stronger transmission and a fuselage stretched 6 feet 2 inches (1.88 m). The main rotor blades' material was changed to a titanium - fiberglass composite . A new automatic flight control system
328-474: A new digital glass cockpit with fly-by-wire controls and haptic feedback , HUMS , a new elastomeric hub system, and composite rotor blades to improve " hot and high " performance. The split torque gearbox with quill shafts started development around 2007. The gearbox assembly including rotor hub and rotating control system weighs around 11,650 lb (5,280 kg). The split torque gearbox weighs 5,270 lb (2,390 kg). For comparison,
369-561: A payload of 36,000 pounds (16,000 kg), the maximum weight on the single center point cargo hook. The first CH-53K was delivered to the USMC on 16 May 2018; at the time, 18 additional helicopters were in production, and the second was planned for delivery in early 2019. In December 2018, the CH-53K was projected to not be combat ready as expected in late 2019, due to delivery delays caused by technical flaws found in testing, which resulted in
410-552: A total cost of $ 25 billion. Ground Test Vehicle (GTV) testing started in April 2014; flight testing began with the maiden flight on 27 October 2015. In May 2018, the first CH-53K was delivered to the Marine Corps. On 22 April 2022, it was declared to have passed initial operational capability . Israel has also reportedly ordered the type; other potential export customers include Japan. The Sikorsky CH-53 Sea Stallion came out of
451-455: A total of 177. For the airborne mine countermeasures role, the Navy obtained a CH-53E variant, designated MH-53E Sea Dragon , with enlarged sponsons and fuel tanks for greater fuel storage, in the 1980s. The Navy obtained 46 Sea Dragons. The USMC had planned upgrades to retain most CH-53Es, but this effort stalled. Sikorsky proposed a new model, originally designated "CH-53X"; in April 2006,
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#1732801773034492-496: A two-stage HP turbine, between the fan and the LP turbine, on the other shaft. There is an axial combustion chamber between the compressor stages and the HP turbine. A mixer is built in to the jetpipe to mix cold bypass air with the hot exhaust gases. The engine has an overall pressure ratio of 35:1, which is extremely high for an engine with a centrifugal compressor. Other cycle parameters are
533-475: Is a Containerized Flight Training Device (CFTD) built by Lockheed Martin , Sikorsky's parent company. On 22 April 2022, Lt. General Mark R. Wise , Deputy Commandant for Aviation, declared initial operational capability for the CH-53K. In 2009, the Israeli Air Force (IAF) said it would evaluate the new variant after it flies. In August 2015, it formalized a requirement for the CH-53K, listing
574-405: Is an evolution of the long running CH-53 series of helicopters which has been in continuous service since 1966, and features three up-rated 7,500 shp (5,590 kW ) engines, new composite rotor blades, and a wider aircraft cabin than its predecessors. It is the largest and heaviest helicopter in the U.S. military . The United States Marine Corps plans to receive 200 helicopters at
615-611: Is increased over the CH-53E's 73,500 lb (33,300 kg). The CH-53K will keep approximately the same footprint as the CH-53E. To this end, it has redesigned composite sponsons that cut overall width for a narrower footprint, which is better for shipboard service. In May 2018, the first CH-53K King Stallion was delivered to the USMC. The U.S. Marine Corps received its first CH-53K simulator at Marine Corps Air Station New River in Jacksonville, North Carolina on 1 May 2020. It
656-639: The German Air Force's CH-53G heavy lift helicopter replacement program, in which the CH-53K competed against the Boeing CH-47 Chinook . The German Federal Ministry of Defence was expected to issue an official request for information in late 2018, to award a contract in 2020, and for deliveries to begin in 2023 for an expected order of around 40 helicopters. On 29 September 2020, the German Ministry of Defense cancelled
697-627: The T407 military turboprop in partnership with Lycoming Engines for the Lockheed P-7 A, with a maximum takeoff power of 6,000 shp (4,475 kW). First run on December 26, 1989, the T407 engine was scheduled to undergo flight testing on a Lockheed P-3 Orion testbed aircraft in the summer of 1990, but the US Navy canceled Lockheed's P-7 contract on July 20, 1990. The commercial version of
738-668: The T408 . The GE27 was developed in the early 1980s under the "Modern Technology Demonstrator Engines" (MTDE) program sponsored by the United States Army Aviation Applied Technology Directorate . Sporting a 22:1 pressure ratio, which was a record for single-spool compressors at the time, the GE27 was GE's unsuccessful submission to power the Bell Boeing V-22 Osprey tiltrotor aircraft. The GE27 also had
779-767: The UH-60 Black Hawk helicopter. The CH-53K is powered by the General Electric GE38-1B engine, which was selected over the Pratt and Whitney Canada PW150 and a variant of the Rolls-Royce AE 1107C-Liberty used on the V-22 Osprey . Each of the three T408 engines is rated at 7,500 shp (5,600 kW), and gives the CH-53K the ability to fly 20 knots (37 km/h; 23 mph) faster than its CH-53E predecessor. The CH-53K features
820-580: The " Schwerer Transporthubschrauber " (STH) heavy-lifting helicopter program, it having been judged to be too expensive; instead, the CH-53Gs are still to be replaced after reexamining the project. In 2022, Germany decided to procure the CH-47F Chinook instead, citing interoperability advantages with other European NATO countries—especially the Netherlands—as well as the lower unit cost compared to
861-428: The 5,000-hour test program. In September 2019, GE delivered the first production T408 engine to the U.S. Naval Air Systems Command (NAVAIR) for the CH-53K. GE also offered the engine to power the U.S. Navy's Ship-to-Shore Connector air-cushioned landing craft . The T408 was also tested by the U.S. Army and Boeing as an alternative powerplant on an NCH-47D Chinook testbed helicopter. The helicopter configuration
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#1732801773034902-519: The CH-53K GTV ignited its engines, spinning the rotor head without rotors attached. Low-rate production is planned to proceed from 2015 to 2017. Initial operating capability (IOC) was set to occur in 2019, with full-rate production commencing between then and 2022. The USMC intends to have eight active squadrons, one training squadron, and one reserve squadron. In April 2014, testing with blades attached began, system integration followed. Flight testing
943-569: The CH-53K passed its Critical Design Review, reading it for test production. However, the IOC fielding date was deferred to 2018. Sikorsky proposed building four pre-production aircraft for evaluation. On 4 December 2012, Sikorsky delivered the first CH-53K, a Ground Test Vehicle (GTV) airframe. Early tests included fuel system calibration and attaching test sensors across the airframe to record temperature, aerodynamic load, pressure, and vibration. Two additional static GTVs underwent structural testing at
984-642: The GE38 name. GE formed a 50/50 venture with Garrett (then a division of AlliedSignal ) to develop the turbofan variant called the CFE (Commercial Fan Engines) CFE738 , which used the GE27's gas generator core. One of a range of advertised GE38 unducted fan (UDF) sizes, the 9,620 lbf (4,360 kgf; 42.8 kN) takeoff thrust GE38-B5 was for a time the baseline engine for the West German-Chinese MPC-75 regional airliner. The GE38 became
1025-647: The T407 was the GLC38 (General Electric/Lycoming Commercial 38), which was unsuccessfully offered for several turboprop airliners in the late 1980s and early 1990s. The new T408 ( GE38-1B ) is slated to power the new Sikorsky CH-53K King Stallion three-engined helicopter for the US Marine Corps. It has a power rating of 7,500 shp. The GE38 completed its first round of ground testing in May 2010. Two test engines have completed over 1,000 hours of ground testing by November 2011. Five test engines will be used in
1066-400: The US Marine Corps' (USMC) "Heavy Helicopter Experimental" (HH(X)) competition begun in 1962. Sikorsky 's S-65 was selected over Boeing Vertol 's modified CH-47 Chinook version. The prototype YCH-53A first flew on 14 October 1964. It was designated CH-53A Sea Stallion , delivery of production helicopters began in 1966. The CH-53A was equipped with two T64-GE-6 turboshaft engines, and had
1107-499: The USMC signed a $ 18.8 billion contract for 156 "CH-53K" helicopters, with deliveries to be completed by 2021. The USMC was to begin retiring CH-53Es in 2009, and needed replacements as rotorcraft reached their structural life limits in 2011–12. CH-53K flight testing was expected to begin in 2011. In August 2007, the USMC increased the order from 156 to 227. By that time, the first flight was planned for November 2011 with initial operating capability (IOC) by 2015. The CH-53K will be
1148-505: The USMC's heavy lift helicopter with the MV-22 (medium lift) and UH-1Y (light lift). A 2007 RAND report on seabasing found that a higher ratio of CH-53Ks to MV-22s would reduce ship-based deployment times. In 2008, design work was well underway, along with weight reduction efforts to meet operational requirements; increased engine performance and rotor blade improvements are options to help meet requirements if needed. The rotor mast tilt
1189-593: The United States Federal Aviation Administration (FAA) on December 17, 1993, and it entered service in 1994. Data from Élodie Roux (2007), pp.125-126 Related development Related lists General Electric GE38 The General Electric GE38 is a gas turbine developed by GE Aviation for turboprop and turboshaft applications. It powers the Sikorsky CH-53K King Stallion as
1230-515: The final twin-engined H-53s, and had extensive avionics upgrades for all-weather operation. In October 1967, the USMC issued a requirement for a helicopter with a lifting capacity 1.8 times that of the CH-53D, that could fit on amphibious assault ships . Before this, Sikorsky had been working on an enhancement to the CH-53D, under the company designation "S-80", featuring a third turboshaft engine and
1271-548: The firm's Stratford manufacturing plant. In January 2013, the program had an estimated cost of US$ 23.17 billion (~$ 29.9 billion in 2023) after procurement of the planned 200 CH-53Ks. In April 2013, the U.S. Navy program manager stated that work had gone well and it may become operational ahead of schedule. On 31 May 2013, the Navy awarded Sikorsky a $ 435 million (~$ 561 million in 2023) contract to deliver four prototype CH-53Ks for evaluation and mission testing; The first two prototypes focused on structural flight loads while
CFE CFE738 - Misplaced Pages Continue
1312-440: The manufacturing facility to fill orders. The CH-53K King Stallion is a heavy lift helicopter, being a general redesign of the preceding CH-53E, the main improvements being the new engines and cockpit layout. It has over twice the lift capacity and radius of action of the CH-53E, and a wider cargo hold to allow it to carry a Humvee internally. A new composite rotor blade system is also used, featuring technology similar to that of
1353-439: The need to break apart pallets between airlifter and helicopter. The CH-53K is to surpass the capability of its predecessor by carrying nearly 30% more than the CH-53E's external payload of 27,000 lb (12,200 kg) over the same radius of 110 nmi (204 km). The CH-53K's payload reaches a maximum of 35,000 lb (15,900 kg). The CH-53K's maximum gross weight will be 88,000 lb (39,900 kg), which
1394-511: The third and fourth validated general performance, propulsion and avionics. Major subcontractors include Aurora Flight Sciences (main rotor pylon), Exelis Aerostructures (tail rotor pylon and sponsons), GKN Aerospace (aft transition), Onboard Systems International (external cargo hook), Rockwell Collins (avionics management system), Sanmina-SCI Corporation (communications), and Spirit AeroSystems (cockpit and cabin). In October 2013, Sikorsky gave Kratos Defense & Security Solutions
1435-508: The twin-engine Mil Mi-26 's split torque gearbox weighs 8,020 lb (3,639 kg). The CH-53K has an improved external cargo handling system, survivability enhancements, and improvements to extend service life. The cabin will be 30 ft (9.14 m) long by 9 ft (2.74 m) wide by 6.5 ft (1.98 m) tall. Its cabin will be 1 ft (30 cm) wider and 15% larger, but will have new shorter composite sponsons. The CH-53K can carry two 463L master pallets , eliminating
1476-631: The type as a "very high priority" item to enable the service to perform missions only the platform is capable of. Israel's current CH-53 "Yasur" fleet is to remain operational until 2025. The CH-53K competed with the Boeing CH-47F Chinook for an order of approximately 20 helicopters to replace the CH-53 Yasur. In February 2021, the Israeli Ministry of Defense announced the CH-53K's selection. On 31 December 2021, it
1517-461: Was added. The vertical tail was also enlarged, with the tail rotor tilted upwards slightly to provide some lift in hover. The initial YCH-53E first flew in 1974. Following successful testing, the initial production contract was awarded in 1978, and service introduction followed in February 1981. The US Navy acquired the CH-53E in small numbers for shipboard resupply. The Marines and Navy acquired
1558-408: Was announced that Israel had signed a deal to buy 12 CH-53Ks. In August 2023, Sikorsky announced they had been awarded a contract by the US Navy for 35 helicopters at a total cost of $ 2.77 billion, including eight aircraft for Israel. Japan has reportedly shown interest in the CH-53K. In February 2018, Sikorsky signed an agreement valued at around €4 billion with Rheinmetall to team up for
1599-487: Was decreased and components shifted to ensure the center of gravity does not shift too far rearward as fuel is burned. Design requirements were frozen in 2009–10. On 22 January 2010, Sikorsky opened a $ 20 million Precision Components Technology Center in Stratford, Connecticut , for producing CH-53K parts, such as the rotating and stationary swashplates , main and tail rotor hubs, and main rotor sleeves. On 3 August 2010,
1640-452: Was ground tested beginning in late 2019, followed by an initial flight on September 22, 2020. Conclusion of the test trials was announced on May 12, 2021. Data from GE Aviation. Related development Comparable engines Related lists Sikorsky CH-53K King Stallion The Sikorsky CH-53K King Stallion ( Sikorsky S-95 ) is a heavy transport helicopter designed and produced by Sikorsky Aircraft . The King Stallion
1681-420: Was set to start in late 2014, each test aircraft flying approximately 500 hours over three years. The maiden flight was delayed, due to issues with the titanium quill shafts in the transmission and gear box. On 5 May 2014, General James F. Amos announced during the official rollout that it will be called the "King Stallion". On 27 October 2015, the CH-53K took its first flight. On 7 March 2018, one lifted