Army Aviation

[buglerbilly]

U.S. Army to increase medevac support, add new CAB, more UAVs



07:23 GMT, January 11, 2010 WASHINGTON | The U.S. Army's top operations officer said yesterday that not only will the Army add a new combat aviation brigade to the warfight, it will also increase the number of aircraft in medical evacuation companies.

Speaking at the annual Association of the U.S. Army Aviation Symposium and Exhibition here, Lt. Gen. James D. Thurman, G-3/5/7, told members and contractors that no force-wide transformational change to the aviation force was more important or consequential than the decision to increase aircraft in medevac companies from 12 to 15.

"We've got to get our men and women off the battlefield - that's non-negotiable," Thurman said. "This demonstrates the Army's resolve and commitment to troops in combat operations as well as their families and loved ones."

"We've also added nine additional medevac companies to the reserve component," said Thurman, who also formerly served as director of the Army Aviation Task Force.

"The Army will aggressively grow this strategic capability in order to improve air medical evacuation in combat," he said. "The priority will be Afghanistan with the first transformed 15-ship company arriving late spring 2010."

In an earlier AUSA session, the commander of the Aviation Center of Excellence, Maj. Gen. James O. Barclay III, told members about the stand-up of a new combat aviation brigade, though Army and Defense Department leaders had yet to decide where the brigade would be headquartered.

Thurman elaborated on the new CAB, saying it would be designated as the 16th Combat Aviation Brigade in honor of the 16th Aviation Group whose heritage dates back to the Vietnam War.

"The brigade will be formed by recognition of current assets from within the active component," Thurman said, "and while all aircraft and crews required to establish the 16th... are already in the force, the Army must add approximately 700 Soldiers to the force to stand up the assault helicopter battalion and aviation support battalion structures."

According to the general, the next major structural change in Army aviation under consideration by Army leadership involves a potential restructuring of four remaining active-component heavy combat aviation brigades and one light combat aviation brigade to full-spectrum design.

"This decision is being considered along with a decision to restructure the armed reconnaissance squadron to a design featuring three troops of OH-58 Kiowa Warriors and two platoons in Shadow tactical unmanned systems," Thurman added.

"The manned/unmanned teaming concept will serve to provide real-time ISR (intelligence, surveillance, reconnaissance) support within the CAB and fully maximize the capabilities for both systems so we meet the ground commanders' needs," he said.

Thurman also addressed the 400-percent growth of unmanned aircraft systems flight hours, noting those hours to have increased from 500 hours flown by only three UAVs a decade ago to more than 180,000 flown hours by more than 1,700 UAVs in 2009.

Additionally, the aviation branch trained more than 1,800 unmanned operators in 2009 and expects to surpass 2,000 by the end of this year. Thurman said the exponential growth in the number of aircraft and trained professionals is coupled with providing more capable systems as the enemy adapts to current operations.

"Our unmanned aircraft systems are forecast to reach the milestone of 1 million total flight hours flown in the coming year of which 88 percent have been flown in support of combat operations, so it's huge growth," Thurman said. He said the Army expects to have all brigade combat teams fielded with Shadow tactical unmanned aircraft systems by 2011.

"We know the integration of unmanned aircraft systems with our maneuver forces into a single, cohesive combat capability is paramount," he said.


----
J.D. Leipold

[buglerbilly]

Unmanned Aircraft Program Grows to Support Demand

(Source: U.S Department of Defense; issued January 8, 2010)

WASHINGTON --- Discussions about the Army’s use of unmanned systems in the combat theater are likely to focus on bomb-detecting robots and ground vehicles able to navigate through hazardous terrain.

Chances are the discussion won’t immediately go to one of the fast-growing fields in the Army: unmanned aircraft systems.

These systems, operated at the tactical level by troops on the ground, are bringing warfighters unprecedented intelligence, surveillance and reconnaissance capability, Army Col. Christopher B. Carlile, director of the Army Unmanned Aerial System Center of Excellence at Fort Rucker, Ala., told reporters yesterday.

“There’s an old saying that science and science fiction is only separated by timing, and that timing is now,” he said during an Association of the U.S. Army aviation forum. “We have it.”

Some considered Army UASs little more than “model airplanes with some sensors hanging from them and a bunch of guys flying around with play toys” when they first entered the scene in the mid-1990s, Carlile conceded. But they’ve proven themselves as force multipliers that save lives on the battlefield, and have come to be embraced by the warfighters who employ them, he said.

With almost 1 million UAS flight hours clocked in Iraq and Afghanistan, the Army is committed to growing the program to keep pace with demand for UAS capabilities. This year alone, the Army plans to train more than 2,000 operators who ultimately will deploy with the ground troops they will support, Carlile reported.

Army UASs come in three primary forms. The Raven, just under 3 feet long, supports battalions down to the platoon level. The Shadow, 11 feet long with a 14-foot wingspan, supports brigade-level operations. The more sophisticated “big daddy” of Army UASs, the Extended Range Multi-Purpose system, has a 56-foot wingspan and supports division-level operations.

These systems provide life-saving situational awareness and make soldiers more effective in tracking down enemy targets, Carlile explained.

“This is not the movies,” Carlile said. “There is not an infantryman who can call up and have the National Security Agency turn a satellite so he can see what’s on the back side of a building. That doesn’t happen.”

In the past, infantrymen found out what was behind the building when gunfire came from it, or a rocket-propelled grenade came at them from around the corner. Now, they have the Raven, the smallest UAS. At less than 5 pounds, it is lightweight and portable enough to deliver an aerial reconnaissance capability once limited to higher-echelon elements.

“They can take that and fly it and put it above, and see if there is an ambush on the other side of the street, in real time,” Carlile said. Troops also can determine what the enemy is up to – such as hiding behind civilian shields – to reduce the risk of collateral damage during operations.

Army UASs also have proven their effectiveness in identifying and taking out enemy operatives. A little-known fact, Carlile said, is that Army UASs have launched about 80 percent of the successful drone strikes that have made headlines in the news.

When he commanded the 4th Infantry Division in Iraq as a major general, Army Gen. Raymond T. Odierno, now commander of U.S. Forces Iraq, called the tactical UAV Shadow system “an absolute must” for his brigade commanders in locating, identifying and ultimately defeating high-value targets.

The UAS Center of Excellence leads the Army’s effort to synchronize its UAS program with those of the other services, especially the higher-visibility Air Force remotely piloted vehicle program based at Creech Air Force Base, Nev.

Recognizing the contribution these sister-service aircraft make to the fight, Carlile emphasized the complementary value of unmanned aircraft operated by troops on the ground, directly alongside the soldiers they support.

“Their whole intent is to support the guys they eat dinner with every night, the ones they sleep in the same tactical assembly area with,” he said. “Because of that, they have a tie they would not have if they were in Las Vegas, Nev.,” home of the Air Force UAV center at Creech Air Force Base.

“You cannot have that same tie with the soldier. You cannot have that same situational awareness 8,000 miles away,” he said. “It just does not exist.”

Lt. Gen. James Thurman, the Army’s deputy chief of staff for operations, told attendees at the AUSA session yesterday the Army will continue to invest in unmanned as well as manned aircraft to support warfighters.

“Unmanned aircraft systems continue to significantly improve our war efforts, and demand for these specialized systems continues to rise,” he said. “The Army will continue to pursue highly capable systems while providing aircraft, highly skilled operators and advanced capabilities to support the war efforts.”

While pointing toward solid growth within the Army UAS program, Carlile isn’t predicting a day when unmanned aircraft will take the place of piloted ones. Army experiments to measure both platforms’ effectiveness in tracking enemy targets in combat found they had the best results when working collaboratively to support the operation, he said.

“When we put the manned and unmanned together into the combat operation, we get an exponential increase in synergy,” he said.

That synergy can be measured in the number of successful target identifications or hits, Carlile said, with equipment providing consistent binary data and humans contributing the ability to think outside of that data field to make logic.

“The two come together very sweetly, and that is what gives us the capability,” he said. (ends)

[buglerbilly]

Special Operations Aviation Eyes Faster Transport

(Source: US Army; issued Jan 9, 2010)

WASHINGTON --- Army Special Operations aviation needs faster helicopters to meet the speed and range requirements needed to conduct operations in Iraq and Afghanistan, according to the 160th SOAR commander.

Col. Clayton M. Hutmacher, commander, 160th Special Operations Aviation Regiment (Airborne), discussed regiment initiatives during the Association of the United States Army's Institute of Land Warfare Army Aviation Symposium and Exposition, Jan. 5-7 in Arlington, Va.

"I think the way ahead for us is we have go to break that 120-knot barrier," he said. "For us, some of these targets that we are trying to range -- strategic targets -- basing is a big problem for us --trying to get close enough to that target. And we are looking to go farther, faster and carry more stuff."

In Afghanistan and Iraq, speed and range are critical to conducting the special operations mission, Hutmacher said.

"If you look at the fight in Iraq and Afghanistan, it is a nonlinear battlefield," he said. "I think speed, while maybe not realized by the operations at large -- that speed and range are very important when you are dealing with non-state actors and fleeting targets. I think Army aviation would be well served by starting to look at that a little bit more."

Hutmacher mentioned two aircraft, the Piasecki Speedhawk and Sikorsky X-2, as examples of the kind of capability he's looking for.

While Hutmacher didn't specifically say the two airframes were the ones the Army needed -- he did say their kind of capability was what he thought the Army special operations community needed.

"Speed and range are essential for the SOF community," he said.

The colonel also said special operations would need to partner with the larger Army aviation community to get those capabilities.

"What I am looking for is a capability," he said. "We are very interested in partnering with the conventional force to try and find a common air frame -- quite frankly we can't do it without you."

Hutmacher also discussed pursuit of a hostile-fire indicator system for Special Forces aviation.

"We have a suite of radio-frequency countermeasures on the aircraft," he said. "But what's shooting us down -- what's killing us on the battlefield and what's killing conventional aviation -- are small arms and rocket-propelled grenades and we are aggressively pursuing a solution. We have a pretty aggressive plan to get after that threat."

To illustrate the need for better small-arms protection for Special Operations aviators, he cited a recent mission where three MH-47 Chinook helicopters took heavy enemy fire.

"During infil and exfil they had 42 ... RPGs shot at the aircraft, multiple frag damage," he said. "Our aircrews ... they expended 18,000 rounds addressing that threat. It's hard to find these guys when they are in the hedges and undercover -- they are not stupid. So we are looking for that HFI system to get integrated onto our airframes."

-ends-

[buglerbilly]

First Missions a Success for the Tiger

(Source: Safran; issued January 8, 2010)

Since August 10, 2009, the three Tiger combat helicopters deployed by France in Kabul have been playing an active operational role in Afghanistan.

After arriving in Afghanistan in July 2009, the three helicopters from the 5th Combat Helicopters Regiment, Pau, first of all underwent firing certification tests. These tests were successfully completed, and the Tigers and their crews were then granted "full operational capability", authorizing them to serve as part of the ISAF (International Security Assistance Force).

They are today part of the "Musketeer Task Force" which comprises the 11 French helicopters deployed at Kabul airport (three EC725 Caracals, two AS 532 Cougars, three SA 342 Gazelles and three EC 665 Tigers).

Availability and reliability

The Tigers put in around 30 hours of flight time each per month in support of the French Forces and the ISAF. The aircraft and their crews also remain on alert day and night, ready to scramble at short notice in order to take part in all kinds of missions: reconnaissance, escort, fire support, etc. The first five months of operation have demonstrated that the helicopter is highly reliable, that its engines are capable of handling the most extreme flight conditions and that its weapons system is well-suited to operational requirements.

Depending on the situation, the Tiger can fly at a high altitude or at tactical combat flight profile in order to avoid small arms fire while benefiting from an accurate view of the combat environment thanks to the power of the Strix visor designed by Sagem (Safran group). The crews are also impressed by the complementarity of the various optical, TV and thermal imaging channels.

The engines – two MTR 390 turbines (MTU / Rolls-Royce / Turbomeca – Safran group) – are able to take the harsh conditions of the region in their stride. Despite the altitude of Kabul airport (1,800 m) and temperatures in excess of 35°C in the summer, the Tiger has always been able to operate at its maximum take-off weight of 6.4 metric tons for missions lasting up to three hours.

Since arriving in the Afghan theater of operations, the Tiger helicopters have maintained an availability level of around 95%: a remarkable statistic for such a relatively young aircraft.

-ends-

[buglerbilly]

New Chinooks Arrive With RAF

By tim mahon

Published: 13 Jan 2010 14:07

LONDON - Two new Chinook Mk3 helicopters, part of an original 2001 procurement, were delivered to RAF Odiham this week, according to an announcement by the U.K. Ministry of Defence (MoD) Jan. 13.

The two aircraft, which have been modified by Boeing with more powerful engines, are the first of eight Chinooks that will be delivered to the RAF this year. When deliveries are complete, the service will have a Chinook fleet of 46 aircraft.

Already in place is an upgrade effort to fit new engines and digital cockpits to the existing fleet of 38 Chinook Mk2/2a support helicopters under a 408 million pound ($653 million) program.

The arrival of these additional platforms follows close on the heels of an announcement by Defence Secretary Bob Ainsworth last month that the MoD plans to buy an additional 22 Chinooks, the first 10 of which are scheduled for delivery by 2012/2013.

The aircraft "will provide an uplift in capability to support coalition efforts in Afghanistan, where Chinooks fly under very challenging conditions," Ainsworth said.

The procurement of these eight Chinooks in 2001 under a 270 million pound contract has been heavily criticized because they were almost immediately put into storage. Certification problems with the type's customized software required a so-called reversion program by QinetiQ in a subcontract to Boeing, which raised procurement costs to more than 420 million pounds and denied the RAF the use of the aircraft until now.

Earlier availability of the Chinook's heavy-lift capability might have helped divert public criticism of the perceived paucity of heavy helicopter support for British forces in Afghanistan.

The new engines will enable the Chinook Mk3 to be quickly deployed to Afghanistan, and to operate more reliably in its harsh, hot and high flying conditions.

Rear Adm. Tony Johnstone-Burt, commander of Joint Helicopter Command, said the delivery "marks the start of a major and long-term enhancement to our support helicopter capability. These aircraft will be vital in helping us to expand our ability to train our crews and to support operations."

Other current helicopter capability improvements include deployment of the first upgraded Merlin rotorcraft to Afghanistan and a 300 million pound upgrade to the Puma fleet to extend its life until at least 2022.

[Exsandgroper]

As its a slow time of the year for Defence news, plus the new forum with not much posting going on, could I have your thoughts on the Army Aviation id's.

Firstly - the 5th Army Aviation Regiments', A B squadrons. Why can't they be renamed 172 & 173 squadrons.
with C squadron to be rename 181 Squadron.

Then we would have 1st AAR having 161 & 162 (Tigers)
5th AAR 172,173 plus 181 (MRH90 + Chinook)

6th AAR I have no idea, 171?(Blackhawks)

Cheers

[Gubler, A.]

Army Avn has moved very much from a squadron to a regiment based culture. 1 and 5 Avn Regts now have their own cap badges and guidons. 6 Avn Regt has also designed their own badge and are waiting on various ceremonial and heraldic approvals before they can wear them.

So really we need to be asking do they even need the Avn squadron numbers? Each squadron in the light horse regiments and rifle companies in the RAR don't have their own sub-unit numbers. It’s really a naming style for the big combat support and CSS corps which Avn is no longer one of. The reason they have their own pennants and cap badges is because they are mean to be a combat manoeuvre corps like armour and infantry.

So rename 161 and 162s A and B Sqns, 1 Avn Regt and 171 A Sqn, 6 Avn Regt.

The badges so far;




6 Avn Regt's badge is an armoured knight.

[Exsandgroper]

Thanks Abe,

My thoughts ran along the lines of the original Army Flying Corps squadrons were identified by number.
With the Artillery batteries numbered except for "A" Battery I thought the Avn Squadrons would follow their example, but as you pointed out the Avn Regiment is a manoeuvre corps the Artillery is not.
Although where as the army's Bn's have been employed as Bn's up to Timor, I can not see an avation regiment ever being employed as a full regiment for manoeuvre.

Cheers

[Gubler, A.]

My thoughts ran along the lines of the original Army Flying Corps squadrons were identified by number.

Yep and those squadrons are now part of the air force.


With the Artillery batteries numbered except for "A" Battery I thought the Avn Squadrons would follow their example, but as you pointed out the Avn Regiment is a manoeuvre corps the Artillery is not.

‘A’ Field Battery is actually 1 Field Battery.

Artillery, Engineers, Signals, Intelligence, Transport, Medical, Ordnance, E&ME and MPs all have numbered sub-units (company sized) elements. The Corps and the sub-unit tend to form the primary identify of these combat support and combat service support units. This is because these units usually provide a supporting capability to the manoeuvre forces like armour and infantry as attached sub-units and don’t operate as their own regiments.

Army Aviation used to be a combat support corps only providing aviation squadrons or flights attached to brigade HQs and/or manoeuvre regiments and battalions. In recent years with their growing size and importance they have been transformed into manoeuvre regiments in their own right. It isn’t a fully completed and proven capability but it is the intent so to match this Army Aviation has been promoted to the same ceremonial status as Armour and Infantry.


Although where as the army's Bn's have been employed as Bn's up to Timor, I can not see an avation regiment ever being employed as a full regiment for manoeuvre.

Yeah sure but it’s not about what’s going to happen but how the army plans and operates. When it is fully operational 1 Avn Regt was supposed to have a full battlegroup capability. This may not see it swing into battle with 22 Tigers abreast but it may see it form a combat team with an ARH equipped avn squadron, ASLAV equipped armd cav sqn, Black Hawk squadron and a light infantry company. This would form a very mobile and hard hitting air-land unit. The 1 Avn RHQ is supposed to be able to command and plan for this type of operations just like an armd regt or inf bn. Which is something an arty regt, engr regt, etc or an old avn regt HQ just couldn’t do.

[JimWH]

Yeah sure but it’s not about what’s going to happen but how the army plans and operates.
Also, it isn't how the other two combat arms operate either. More often than not when the regimental HQ of one of the armoured regiments deploys, it deploys oneof it's own squadrons and sub units from other corps. In point of fact, I can't think of an occasion since Vietnam when a formed RAAC regiment deployed.

[buglerbilly]

Countermeasures Capabilities Become Clearer

Jan 19, 2010

By David A. Fulghum
Nashua, N.H.

For U.S. helicopter pilots in particular, Afghanistan is a new battlefield with new threats. And as troops and intelligence, surveillance and reconnaissance resources pour into the theater, rotary-wing use will quickly escalate.

Already, a CH-47—newly modified with an advanced laser-based defense system for operations in Iraq/Afghanistan—was able to fight its way out of a “complex [combat] situation where the Chinook was engaged by multiple infrared man-portable air defense missiles,” says U.S. Army Lt. Col. Ray Pickering, product manager for infrared countermeasures (IRCM). The crowning success for any enemy offensive effort would be to shoot down a helicopter, he says. “A Chinook with 30 people on board would be a global news event. If we lost a CH-47 a week for six weeks, the war would be over.”

In Afghanistan, the Chinook is especially important because of its ability to operate at high altitudes. The demand for the heavy-lift platform ensures it will be targeted often.

“We have a missile-warning system that can identify missiles by type, we have flares to deflect IR missiles, and we have a laser-equipped Atircm [Advanced Threat Infrared Countermeasures] that can defeat any missile in current use,” Pickering says. He adds, however, “we know there are bigger and better missiles that could show up.”

Other Army officials tell Aviation Week that Atircm can defeat the Russian-built SA-16 missile, and that “we have not seen any SA-18s in theater,” although they are known to be available on the black market.

“One of the trends that I’m seeing that keeps me awake, especially in a complex asymmetric threat environment like Afghanistan, is the use of a lot of low-tech weapons,” says Michael Maas, BAE Systems’ chief technical officer for survivability and protection solutions. “Anyone can buy a high-tech, laser range-finder and night-vision or low-light thermal-vision hardware on the Internet for $10,000—and some of these insurgents have deep pockets. When they couple high-tech sensors with low-tech weapons, they can phenomenally increase their effectiveness. It’s a real challenge for us, as an industry, to deal with those threats.”

Part of the first wave of quick-reaction capabilities ordered in July 2008 by the U.S. Army was fielding of the Atircm-AN/ALQ-212(V) which includes IR sensors to detect enemy anti-aircraft missiles and laser-based jam heads to confuse and deflect their IR guidance.

More precisely, Atircm steers a beam of jamming energy that is modulated—using the systems library of threat signatures—specifically to disable or misdirect a particular type of enemy missile’s seeker.

“We’ve already fielded a company of [13 upgraded] Chinooks in theater,” Pickering says. “We will upgrade the rest of the Chinooks in Iraq and Afghanistan during the next year [as they move through phased-cycle maintenance].”

“We fielded the first aircraft in mid-October, several weeks ahead of the Army’s expectations,” says Tom Kirkpatrick, BAE Systems’ program manager for the Atircm effort. “The initial request was for all deployed CH-47s to be equipped with Atircm, and we’re delivering.”

BAE Systems already had personnel in Iraq and Afghanistan to support the Common Missile Warning System (CMWS), which early last year surpassed more than 1 million combat flight hours. BAE’s manufacturing facility in New Hampshire serves as the depot, but the company also deployed additional service representatives into the theater of operations for the Atircm program. So far, BAE Systems has delivered more than 70 laser jam heads and 70 multi-band lasers.

The company says the fielded version of the Atircm followed a series of rigorous qualifications through field and flight tests, and that the Atircm and CMWS (which uses chaff and flares) cooperate against evolving threats. Atircm’s multi-band laser has an infrared countermeasures capability that provides laser jamming in several threat bands, which further enhances the missile-warning suite.

“The addition of Atircm provides an added layer of protection, but it does it in a less conspicuous way than flares. Response of the CMWS is a little easier to confirm in the field,” Kirkpatrick says. “You get a warning and you see a dispense of chaff and/or flares. Atircm works a bit differently. Its laser reaches out a [longer] distance to add protection.”

BAE Systems is also applying technology for the U.S. Army’s Common Infrared Countermeasures (Circm) and the U.S. Navy’s Joint Allied Threat Awareness System (Jatas) programs. The Circm program is derived from the Atircm/CMWS effort, but is designed to provide the Army with a smaller, lighter-weight solution for other rotary-wing aircraft. Along with detection of guided surface-to-air missiles, the Jatas system will detect and locate the source of fire from small arms and unguided missiles such as the rocket-propelled grenade.

Part of the long-term problem for contractors is being able to predict what enemy weaponry is going to be in 2-4 years when the current weapons under development are finally fielded.

There are some fascinating possibilities for the longer term. A strong IR or laser surveillance source—operated as a radar in the terahertz frequency range—can scan across a battlefield to create minute light reflections that can be detected by a sensitive IR receiver. These reflections contain information that can reveal and identify the passive sensor, creating the reflection, including night-vision goggles worn by an individual or infrared sensors associated with a particular weapon.

The concept is to find “passive receivers looking at you,” says Mark Hutchins, a program manager for Circm in BAE Systems’ survivability and protection solutions business unit. “The idea is to see a glint of reflected laser light. To do so will require more energy content, but every optical system will provide a return that can be exploited.”

“Electronic warfare used to be focused on passive countermeasures,” Maas says. “But now the lines between [intelligence, surveillance and reconnaissance and EW] technologies are getting more blurred every day. Active detection is [possible by] sensors looking at sensors. Better sensor fusion could let you see the source of small-arms fire and other threats that are out of band and that use different parts of the spectrum. You could perhaps detect [communications] networks. Then you could geo-locate and attack emitters, jam links and disrupt communications.”

Convergence of technologies is driving the integration of many types of sensor data. At the same time it is creating the need for advanced algorithms and massive processing power to make it all work together.

“If you provide the pilot and co-pilot with missile, laser, small-arms and radar warning—all as separate alerts—it could be too distracting,” Maas says. “Say there is a laser range-finder and a radar that is associated with single weapon—a missile or an anti-aircraft gun. You want a single display that says, ‘It’s a ZSU [anti-aircraft gun] and actively shooting at us using a laser range-finder.’ If you have door gunners, you can give them clues and they can make the decision to fire, or you can provide the information to an attack helicopter.”

That also brings into focus another long-term development effort.

“We’ve done a lot with hostile unguided weapons fire,” Hutchins says. “You have to rapidly locate people shooting at you. Then, do I maneuver rapidly or pass the information to someone else who can engage them more effectively? I think that’s a lot of our future focus—more integrated, more network-centric electronic warfare. We’re now a sensor in the network and we need to get information from that network in a timely fashion about what we are facing.”

Finally, in parallel to the convergence in technologies, specialists face a convergence in combat and non-combat threats. They believe that technologies used to detect enemy fire also can be used to lessen other dangers.

“Threats to the platform also include flying into trees, wires, each other and the ground,” says Maas. “Navigation, terrain-following and EW systems are overlapping and merging. There is a fusion of sensor and processing technology that would allow us to deal with all those threats. A major problem we would like to solve is brownout, and it happens in the last 50 ft. and last few seconds of a flight. It doesn’t take much to get disoriented and there is a tremendous lack of depth perception.”

Information from IR and millimeter-wave-band transmitters could be fused in a single picture, so that aircrews could see the landscape and nearby objects through dust, for example.

[buglerbilly]

Lynx Mk9a helicopter
[Picture: Copyright AgustaWestland]

First upgraded Lynx helicopters are back in service

An Equipment and Logistics news article
19 Jan 10

The first four upgraded Lynx Mk9 helicopters, which are to be sent to Afghanistan, have re-entered service, with three of the aircraft now being used for training, prior to deployment, at 9 Regiment Army Air Corps in Dishforth, North Yorkshire.

The upgrades on initially twelve Mk9s were ordered by the MOD a year ago, with upgrades on the remaining ten aircraft likely to follow.

The Mk9a benefits from a considerably more powerful engine that enables operation in the challenging hot and high conditions of Afghanistan and the same engine is also being fitted to the new Lynx Wildcat which is expected to be delivered to the military from 2014.

Lift capacity in the Mk9a is increased by 1 tonne over the earlier version.

Other improvements include an updated instrument panel and digital displays and a modified gearbox and rear structure to accommodate the new powerplant. The remainder of the twelve helicopters will be delivered over this next year from AgustaWestland's factory at Yeovil, Somerset.

Captain Richard McElwaine, the MOD Lynx team leader, commented:

"The current Gem-powered Mk9, although a great aircraft for European conditions, has not got the performance required for the Afghan theatre. The upgraded aircraft will provide a valuable operational enhancement that will directly benefit our troops on the front line less than 18 months after contract award."

Three of the first four Mk9s are being used by the Army Air Corps for training crews prior to an exercise deployment this month and operational deployment in late spring. Their role will include fire support, troop transport and casualty evacuation.

[Exsandgroper]

A; Field Battery is actually 1 Field Battery.

From Wikipedia, the free encyclopedia
'A' Battery, 4th Field Regiment, Royal Australian Artillery
Active 1 August 1871 – Present
Country Australia
Branch Army
Type Artillery
Role Parachute Field Artillery
Size 1 Artillery Battery
Part of 3rd Brigade (Australia)
Garrison/HQ Holsworthy Barracks
Nickname The Road Runners
Motto Semper Paratus
Engagements Sudan Campaign

Second Boer War
World War I

Gallipoli Campaign
Western Front
World War II

New Guinea campaign
Malayan Emergency
Confrontation
Vietnam War

'A' Field Battery is an airborne artillery battery of the Australian Army. The unit has been in existence since 1871, having originally been raised as part of the New South Wales colonial defence force. Today it is part of the 4th Field Regiment, Royal Australian Artillery, attached to the 3rd Brigade and is a component of the Army's Airborne Battle Group.

Abe, When did 'A' Battery change its id to 1 Field Battery ?

Cheers

[Gubler, A.]

Abe, When did 'A' Battery change its id to 1 Field Battery ?

‘A’ Field Battery has not changed its name to 1 Field Battery in almost 100 years. Its name is ‘A’ Field Battery but it is still the “First” Field Battery and no other battery can be called 1st Field Battery while it exists.

What Wikipedia didn’t tell you is how all of the Australian Artillery batteries from 1 to 111 lay claim to their numbers and in order. In WW1 the AIF was raised and batteries were numbered in gun and howitzer sequences. ‘A’ Field Battery at this time was a reserve unit and being the senior NSW artillery battery became the 1st Field Battery of the 1st Field Artillery Brigade (this unit being allocated to NSW AIF volunteers and most of 1 Fd Bty AIF being the strength of A Fd Bty NSW Arty). While officially called 1st Field Battery the gunners in this unit still called themselves the ‘A’ Battery. The same happened in WW2 when they became the 2nd Mountain Battery (this being a different numbering sequence to the field batteries). While officially the 2nd Mountain Battery they liked to think of themselves as A Battery. After the war the battery’s historical name was again formalised and it was called ‘A’ Field Battery.

But despite the historical name it is still the Artillery’s 1 Field Battery just that the number in the name is inactive. The same goes for other regiments and units that may have a sequential number but are officially called by a popular, regional or historical name. For example the Royal Scots, aka 1st (Royal) Regiment of Foot.

[Exsandgroper]

Thanks again Abe,

I had noticed that during 1910 - 1927 it had been renamed 1 Fd bty, so when you said it was that name I thought you meant that it had been renamed again.

I only started this post to get some more blogs going. I had hoped more members would of joined in but thanks for the history lesson.

Cheers

[buglerbilly]

Ares

A Defense Technology Blog

Chinooks at Odiham

Posted by Sean Meade at 1/20/2010 10:06 AM CST

Angus Batey writes:

"It was not our finest hour," admitted British Secretary of State for Defence, Bob Ainsworth, of the protracted procurement of the Royal Air Force's eight Mk3 Chinooks, the first two of which he unveiled at RAF Odiham, Hampshire, on January 13. The Mk3s, ordered for special forces use in 1995, arrived at Boscombe Down in 2001 but software issues meant the RAF could not certify the helicopters airworthy. They could be flown, but only at altitudes above 1000ft and in fine weather. After years of procrastination, the airframes underwent a process of reversion, essentially stripping out the Mk3's digital cockpit and inserting Mk2 analogue equipment. The purchase has been described as "one of the most incompetent procurements of all time" and "a gold-standard cock-up" by government oversight bodies.



The hybrid - they are likely to be referred to as Mk3s within the RAF for purposes of operational clarity - has double the fuel capacity of the Mk2 and, with the more efficient Honeywell 55-L-714A engine (which is being retrofitted to all RAF Chinooks starting this year), its operational range is 1000 miles and three hours better. Defensive, radar and digital comms packages were added during the reversion, and senior development staff say the aircraft is superior to the original 1995 specification. Rear Admiral Tony Johnstone-Burt, Commander of Joint Helicopter Command, considers himself satisfied with the range of aircraft at his disposal.



Ainsworth said that all eight Mk3s should all be in service by the end of the year, boosting the RAF's Chinook fleet to 46 aircraft. Crews will train on the Mk3s in the coming months, with deployment to Afghanistan expected in late summer.

[buglerbilly]

Eurocopter To Send 3 Helos For U.S. Army Tests

By pierre tran

Published: 20 Jan 2010 14:08

PARIS - Eurocopter will send to the United States this summer three EC145 helicopters fitted out as technology demonstrators as part of its bid for the U.S. Army's armed aerial scout requirement, Chief Executive Lutz Bertling said.

Three configurations of the twin-engined aircraft are to be built and will range from an unarmed version to demonstrate the flight domain, a second unit with dummy payloads and a third with full mission equipment including weapon systems integration, Bertling said at a New Year's press conference here. Lockheed Martin is the U.S. partner for mission systems, he said.

Bertling declined to say how much building the demonstrators would cost but said the investment would be "significant" to match the business opportunity.

Eurocopter expects the full request for proposals from the U.S. Army to appear some time in the second half of 2011. The issue of engine thrust was not expected to pose a problem as the development program was expected to cover requirements by that time, he said.

The armed aerial scout would make up a "very significant fleet" of manned aircraft operating alongside an unmanned aerial system, he said.

The U.S. Army bought the EC145 for its light utility helicopter (LUH) program, and operates the aircraft as the UH-72A Lakota. The U.S. Navy has also ordered the aircraft.

Eurocopter has delivered 95 LUHs, including five to the Navy. Full production of the aircraft is underway in Mississippi, three years after contract signing, Bertling said.

Sales for Eurocopter held steady last year at 4.6 billion euros ($6.5 billion) compared to 4.5 billion euros in the year ago period.

Orders rose to 5.8 billion euros from 4.9 billion euros, with the total order backlog standing at 15.1 billion euros. Two-thirds of the order book is composed of military and civil security, with one-third civilian.

Government orders for heavy military and security helicopters helped offset a drop in the value in civil orders.

Although defense budgets are under pressure, the demand for helicopters has been high, Bertling said.

Export prospects were good in Asia, Europe and the Americas, he said. A contract for 50 EC725 Caracal combat helicopters signed with Brazil took 11 months from contract signing to payment of the deposit, he said. The order was only booked when the cash deposit was received.

[buglerbilly]

Choices Loom For U.K. Chinook Purchase

Jan 20, 2010

By Douglas Barrie

RAF Odiham, England

Critical configuration choices loom in the U.K. for its new-build Boeing Chinooks if the Defense Ministry is to meet its contract target date of no later than the end of 2010.

London plans to eventually field 70 Chinooks to form the heart of the nation’s heavy-lift rotorcraft fleet, under a yet-again revamped helicopter acquisition strategy that includes the purchase of an additional 22 of the type.

Expeditious decision-making is now required if the notional contract timetable is to be met, suggest industry executives involved in the program. Besides the configuration of the new helicopters, the cockpit avionics and production strategy must be determined.

The Defense Ministry wants to field the first 10 of the 22 new-build helicopters in 2012-13 to bolster the Chinook force, which is heavily involved in combat operations in Afghanistan. Delivery of the remaining 12 is likely to be stretched out over a greater number of years to fit within the anticipated available funding.

Along with the addition of the 22 helicopters to the fleet, the ministry is purchasing two more to replace Chinooks that were lost in operations.

While ministry officials say a quick acquisition—particularly of the initial 10—and avoiding unnecessary cost are the priorities, political sensitivity to the program is playing a role. The purchase of the additional Chinooks stems from the cancellation of the long-planned Future Medium Helicopter competition.

Some British politicians have called for final assembly of the aircraft in the U.K.; however, given the comparatively small number of airframes, the target delivery dates and the cost implications, taking the Chinooks (or certainly the first 10) from the Boeing line in Philadelphia may be the preferred option.

Nevertheless, increasing U.K. industrial involvement is an aim, say ministry officials and industry executives.

Cockpit options being considered are the Rockwell Collins Common Avionics Architecture System, which is standard on the U.S. Army’s CH-47F, and a *Thales avionics package that draws on its TopDeck suite. Thales already provides cockpit avionics for the U.K.’s Project Julius—a modification program for most of the Royal Air Force’s Chinook fleet that includes an engine upgrade. Thales also provides the cockpit avionics suite for AgustaWestland’s Lynx Wildcat, which is now in development.

Commonality—rather than the emergence of Chinook fleets within a fleet—is a core goal for the ministry, says Chris White-Horne, the defense equipment and support project leader for Future Heavy Lift.
The RAF currently has three standards of the aircraft: the Mk. 2, the Mk. 2A and what is sometimes known as the Mk. 3R. The last is the designation for the eight Chinooks on which the ministry has been working nearly around-the-clock for the past two years to allow them to be introduced into service.

A botched procurement in the mid-1990s left London with eight Chinooks for which it could not provide a service release. After considerable dithering over topics such as the growing pressure on rotary-wing requirements and delays to planned procurements, ministry and industry officials finally agreed on a modification program.

Three aircraft have undergone the reversionary (modified) program. And RAF Group Capt. Steve Shell, the Chinook force commander, says a total of six will be delivered by the summer. The last two will be handed over by year-end. The official handover of the first Mk. 3R aircraft took place at RAF Odiham on Jan. 13.

The problem area for the Chinook Mk. 3 was the cockpit avionics fit, and the reversionary program has required the introduction of a new system.

Along with a modified cockpit, the project added an improved Defensive Aids System (under Project Baker) and secure communications (under Project Benic). The DAS includes the AAR-57 common missile warning system, ALE-47 countermeasures dispenser, and upgraded versions of the ALQ-156 missile approach warner and ALQ-157 infrared countermeasures system. The DAS architecture also is intended to more easily allow for the rapid integration of further upgrades.

Moreover, the aircraft are being fitted with the Honeywell T55-714 engine, which provides improved hot/high performance.

As for the reversionary effort, time pressure was the biggest challenge because of the scale of the task, says White-Horne. For example, more than 100 wiring looms had to be replaced as part of the avionics refit.

Rear Adm. Tony Johnstone-Burt, commander of the U.K.’s Joint Helicopter Command, says that by year-end a further 16 crews will be added to the present 50-strong Chinook crew number, reflecting the growing size of the fleet.

Another element of the revised helicopter strategy—Vision 2020—is the transfer of the RAF’s AgustaWestland Merlin Mk. 3/3A to the Royal Navy to replace its Sea King Mk. 4. The shift will see the Merlins moved from Benson—either to Yeovilton or Culdross, suggests Burt—and some of the air force’s additional Chinooks eventually could be stationed at Benson.

[Exsandgroper]

News from AA

The Army's 173 Squadron has been re-named, from 173 Surveillance Sqn to 173 Aviation Sqn, re-rolled to Command and liaison,and light aviation support and re-equipped with eight 206B-1 Kiowas and will join 171 Aviation Sqn under the command of 6 Aviation Regiment.

Cheers

[Gubler, A.]

I'm pretty sure we had this on the old forum. No matter the name its a desperate attempt by Army Avn to keep its mass of unemployed pilots flying until enough hours are available on the new helicopters (ARH, MRH). That additional six CH-47Ds the Government should have brought four years ago are really missed...

[Exsandgroper]

The Hon. Greg Combet AM MP
Minister for Defence Personnel, Materiel and Science

Printer friendly version
20 Mar 2010
34/10
New Chinook CH-47 helicopters


Greg Combet, the Minister for Defence Personnel, Materiel and Science, today announced the Defence Materiel Organisation (DMO) has signed a contract with the US Army Security Assistance Command to acquire seven CH-47F Chinook helicopters, two Simulators and associated spares.


“The aircraft will replace the existing fleet of six CH-47D Chinooks operated by C Squadron of the 5th Aviation Regiment based in Townsville, and the first two aircraft are planned to enter service in 2014, with all seven in service by 2017,” Mr Combet said.


“The CH-47D fleet is providing outstanding support to the ADF, particularly in Afghanistan, and this acquisition of seven new CH-47F Chinook helicopters by the Australian Government will strengthen our ability to support our soldiers in the future.


“The CH-47Fs purchased for the Australian Defence Force are planned to incorporate some minor Australian specific mission equipment enhancements including crashworthy crew and passenger seating, fitment of Miniguns, and underfloor ballistic protection.


“However, the primary aircraft elements will remain consistent with the US Army fleet so we can leverage the benefits of their large fleet for engineering and other support.


“The contract to procure the aircraft through the US Government’s Foreign Military Sales (FMS) programme was signed at a ceremony at the Australian Embassy in Washington on Friday 19 March. It follows Government approval of Project AIR 9000 Phase 5C announced by the Minister for Defence, Senator John Faulkner, on 25 February 2010.


“Australian industry will have the opportunity to incorporate the Australian specific enhancements and to support the new helicopters as part of through-life support arrangements,” Mr Combet said.


The contract was valued at $513.5million.

Cheers

[buglerbilly]

Army Lynx Helicopters Upgraded for Ops In Afghanistan

(Source: UK Ministry of Defence; issued March 26, 2010)


The latest order awarded on March 26 brings to 22 the number of Army Lynx helicopters upgraded to Mk9A standard for operations in Afghanistan. (UK MoD photo)

A new £42M contract will upgrade ten more Lynx helicopters to improve the air support available to forces on the frontline in Afghanistan, the MoD announced today.

The Lynx upgrade to Mk9A standard will deliver more powerful engines, strengthened airframes, increased firepower using the heavier calibre 0.5’’ gun and more advanced instruments and electronics, improving the helicopters’ performance in the extreme conditions of Afghanistan.

This £41.8M contact with AgustaWestland of Yeovil follows a £50M contract to upgrade 12 Lynx helicopters and brings the total number of Lynx upgraded to Mk9A standard to 22.

The first upgraded Lynx Mk9A helicopters will deploy to Afghanistan in April. The aircraft’s role on operations will include convoy overwatch, support helicopter escort, reconnaissance and surveillance, and the movement of personnel. It can carry a crew of three and up to five passengers.

Welcoming the Lynx Mk9As, Minister for Defence Equipment and Support, Quentin Davies said:

“This improved version of the very successful Lynx helicopter will greatly benefit our troops in Afghanistan when it deploys there for the first time next month. The enhancements will allow it to perform in the extremes of climate and geography that characterise that theatre of operations.”

The more powerful engine fitted as part of the upgrade is the same as that being used in the new Wildcat helicopter which AugustaWestland are also working on. The more powerful engine will enable the Lynx to operate more effectively in the challenging conditions of the Afghan summer months.

Deliveries of the Mk9A to the Army Air Corps (AAC) began at the end of last year and Mr Davies accepted the seventh airframe from AgustaWestland’s Chief Executive Officer Giuseppe Orsi, and handed it over to the Commanding Officer of 9 Regt AAC Lieutenant Colonel Mike McGinty in a ceremony at the company’s Yeovil plant today.

Lieutenant Colonel Mike McGinty said:

“The Regiment has been training with the upgraded aircraft for some months and can confirm that it represents a considerable improvement in performance over its predecessor. Training in hot and high conditions in Kenya has proved that it really does what it says on the tin. We anticipate that it will be a very valuable asset on operations against the insurgents in Afghanistan.”

Guiseppe Orsi, Chief Executive Officer of AgustaWestland, said:

“The company is delighted to be delivering these aircraft to the Army against a tight timeframe so the benefits can be appreciated on the front line as soon as possible. This contract extension will allow us to complete the task.”

This latest MoD announcement follows a series of improvements made to helicopter capability, including:
-- An announcement in December 2009 that the MoD will buy 22 brand new Chinooks, with the first 10 being delivered by 2012 /13;
-- A £408M upgrade to the existing Chinook fleet with new engines and digitised cockpits in September 2009;
-- Arrival of the first of the eight Chinook Mk3s will be completed by the end of this year;
-- the first upgraded Merlin helicopters deployed to Afghanistan in November 2009 and
-- Since November 2006, we have nearly doubled the number of UK airframes available to commanders in Afghanistan, and over the same period the number of flying hours has increased by 137 per cent.

BACKGROUND NOTES:

1. A demanding work schedule has seen the first three of these Lynx Mk9A helicopters deploy to Kenya for environmental training in conditions similar to those found in Afghanistan - hot, high and sandy.

2. The General Purpose Machine Gun (GPMG) currently fitted to the Lynx Mk9, which uses 7.62 mm rounds, is being replaced on the Lynx Mk9A by the heavier calibre 0.5’’ M3M gun which fires the much larger 12.7 mm rounds. This will provide increased firepower.

-ends-

[Doohan]

I'm pretty sure we had this on the old forum. No matter the name its a desperate attempt by Army Avn to keep its mass of unemployed pilots flying until enough hours are available on the new helicopters (ARH, MRH). That additional six CH-47Ds the Government should have brought four years ago are really missed...

It’s actually an attempt to bring back something we lost with the introduction of the Tiger – A light observation and liaison Helicopter.
Since the Intro of the Tiger the only option for hash and trash runs is the Blackhawk. Besides it expense and size it is also a pretty well utilised asset already, meaning there is little scope to use if for C2 or all arms reccon
As a young RAE officer I spent many hours in a Kiowa conducting road, Bridge route and beach recons. The reintroduction of 173 Sqn will mean that this is now once again possible

Long term aim is to transition 173 Sqn to the future Training helo when the Kiowa is withdrawn from service

[Gubler, A.]

Yeah I'm familiar with the LUH role and requirement (bring back the Turbo Porter for AOP and leave the ginger beers and others for rides in the shakey, noisy Jet Rangers!). As to the training helo there will only be a limited number of hours available for non-training missions (in Australia only) and certainly far from the Army's requirement. Which is why AAAvn have a non-public DCP project for 20 LUHs in addition to the training program. Also having spoken to some people in the system the 173 Sqn Kiowas are just flying circuits over Sydney to keep pilots current who can't find billets in the S-70A-9, CH-47, MRH and ARH due to a significant shortfall in the number of helicopters (three squadrons out of six that are in the process of type conversion).

[McDethWivFries]

my mate is currently waiting on his transition training. found out just before he was about to start that Army have changed the requirments so you can only be 95cm tall seated and he's 96.3cm. Has no idea when they will sort something out so is busy flying a desk at the mo.

[buglerbilly]

DATE:01/04/10

SOURCE:Flight International

UK signs for more Lynx AH9As after Kenyan test success

By Craig Hoyle

The British Army will begin operating its first upgraded Lynx AH9A utility helicopters in Afghanistan in April, with three of the type having undergone successful environmental trials in Kenya.

The UK Ministry of Defence contracted AgustaWestland in December 2008 to modify 12 of its legacy Lynx AH9s with more powerful Honeywell/Rolls-Royce LHTEC CTS800-4N engines. Satisfied with the results of the £50 million ($75.3 million) urgent operational requirement deal, it has now signed a follow-on contract worth £41.8 million to upgrade the service's 10 additional AH9s to the same standard.

Lt Col Mike McGinty, commanding officer of the Army Air Corps' 9 Regt, says the AH9A "represents a considerable improvement in performance over its predecessor. We anticipate that it will be a very valuable asset on operations in Afghanistan."

The MoD says the modified type will be used from April for tasks including convoy over-watch, reconnaissance and surveillance, personnel transport and in escorting support helicopters. Capable of carrying five passengers, the AH9A will be armed with a 12.7mm M3M gun.

AgustaWestland delivered its first four upgraded AH9As late last year, and says the entire fleet will have been modified by early 2012. The type is expected to remain in operational use until 2016, when it will be replaced by the company's new-generation Lynx Wildcat.

Details of the new contract were confirmed at AgustaWestland's Yeovil site in Somerset on 26 March, as the army took delivery of its seventh modified Lynx.

[buglerbilly]

British To Equip New Chinooks With Thales Avionics

By andrew chuter

Published: 1 Apr 2010 15:36

LONDON - New Chinook helicopters being ordered for Britain's Royal Air Force will feature an avionics package provided by local supplier Thales UK rather than the standard Rockwell Collins fit, say industry sources.

The British are ordering 10 Chinooks in the first phase of a deal with Boeing for up to 24 machines to bolster its current force of twin-rotor helicopters. The business case for the initial order is scheduled to be considered by the MoD Investment Approvals Board on April 15.

The industry sources said the British have opted to take the F model of the Chinook from Boeing's Philadelphia production without the Rockwell avionics and instead fit the same Thales package that is being installed in an RAF upgrade program for the machine known as Project Julius.

A final decision has not yet been made on whether the avionics work will be done in the United Kingdom by Project Julius lead contractor Vector Aerospace or AgustaWestland at its Yeovil factory, said the sources.

The British recently announced they had signed a deal with Boeing to begin initial design and long-lead manufacturing work on the helicopter order.

[buglerbilly]

Interview : Brig. Gen. William Crosby

PEO for Aviation, U.S. Army

Published: 12 April 2010

While combat forces draw down in Iraq, the operational tempo for U.S. Army helicopter pilots in that country remains high. At the same time, more helicopters are headed for Afghanistan, where flying conditions are putting a lot of stress on the aircraft and the pilots. In both places, Army aviation is so important that the Pentagon is adding two active force combat aviation brigades, building one from scratch. This keeps Gen. William "Tim" Crosby very busy. As the Army's program executive officer (PEO) for aviation, he oversees seven program management teams, including a new office for nonstandard rotary-wing aircraft.


Gen. William Crosby is the U.S. Army program executive officer (PEO) for aviation. (ARMY)

After serving as deputy program executive officer, Crosby became PEO for Army aviation in December 2008. In this role, Crosby reports directly to Army acquisition executive Malcolm O'Neill and manages a multibillion-dollar budget.

In addition to other modernization efforts, Crosby has the job of upgrading the OH-58D Kiowa Warrior reconnaissance helicopters until it's decided what kind of aircraft should come next. An analysis of alternatives is looking at manned and unmanned options, as well as a mix of the two.

Q. What are the key issues you're tackling?

A. The biggest thing I have, looking to the future, is sustaining and meeting the needs of our Army aviators and ground commanders through what we call the Army Force Generation model that basically has somebody in the fight, somebody recovering from the fight and somebody getting ready to go to the fight all the time. I spend a lot of my time working and orchestrating all of the activities to get the units ready to go, and then the reset - the recovery when they come home. And then Maj. Gen. [James] Myles spends a lot of time, and I support him, supporting the ones who are in the fight.

I've also got to step back and look out 20 years at what are we going to do to keep this big thing we call Army aviation viable in the future. Let's face it; this is an aviation kind of war. Because things are so spread out, nothing can happen without Army aviation - whether it is supporting ground convoys, or delivering critical supplies or equipment, or air assaults. We're flying at an operational tempo maybe four or five times what we normally do and what we planned for.

What we're trying to get our arms around is what is the impact of the war? Or if tomorrow, they put us back into a peacetime environment, how do we accommodate the additional wear and tear on those systems? That's something that I'm wrestling with. Instead of being totally reactionary and just thinking about the day to day, we're trying to think beyond that and how do you sustain that.

And it's not just the Army, and it's not just the budget; we've also got to look at the implications for the industrial base. As things start drawing down and slowing down, how do you maintain and accurately forecast to keep our vendors and that industrial base stable so that, if and when we have to call on them again, they're still there for us?

Q. Will building up the 13th combat aviation brigade keep vendors busy for a while?

A. That keeps them busy on production of new systems. They're loving it right now. We're buying and building more than we had planned.

But we're also flying and putting an additional demand for extra parts. If you're flying four to five times the operational tempo, plus buying more, and then you slow it down and reduce the amount you're flying, that further exaggerates the problem of maintaining that vendor and keeping them viable. So, whereas today we need four or five vendors building the same part, we may need to get that down to two.

Q. How do you do that?

A. Well, the first thing you've got to do is figure out what is the actual wear and tear on the systems. We're doing some studies to try to understand how can we minimize and stretch out the utilization of these systems. Number two, you'll hear people say "condition-based maintenance" - I think that's just one of the tools. I'm talking about doing fleet management, and that's accurately forecasting to your vendors what you're going to need and when you're going to need it. They're ready and willing to make good, conscious business decisions, but we need to be proactive and forecast that to them, because when we force our vendors to be reactive, that normally translates into cost.

Q. Was that an issue when you had to ramp up a couple of years ago?

A. Absolutely. When the war really started getting going, we had lead times to procure parts that were sometimes in excess of 36 to 40 months - months, not days, months - to buy some major components. Our vendors have been very supportive and have stepped up to the plate, sometimes using their own funds to decrease that stock lead time. We know that we, the government, are not that good at forecasting buying, but we usually pay for what we ask for. It just takes some time.

Q. How does that lead-time translate into cost?

A. We have not been very good at being able to forecast that; therefore, it's reactive, and many of our vendors - right, wrong or indifferent - have been unwilling to have those parts and the people standing there waiting. So when we do walk in, they say, "It's possible, but it's going to take me this long to step up and do that."

Q. Is that an issue building the 13th combat aviation brigade? Or do the vendors have the parts ready to go?

A. I wouldn't say they're ready to go, but as we say in the field, they have warm production capabilities. Yes, they have the production lines going. Are they running at 100 percent capacity? I'd say in most cases, probably not.

Q. What are your other concerns about potential budget restrictions? Is keeping congressional support for Armed Aerial Scout one of them?

A. I think anyone who doesn't think the budget is going to get tight is naive. There are a lot of difficult things facing the country, and there are some folks saying we're going to have to take some appetite suppressants. We'll have to accept some trades and some risk in some areas.

I can't tell you what the analysis of alternatives is going to tell us for the Armed Aerial Scout. It's trying to objectively look to the future and what our manned/unmanned relationship is going to be and the teaming we're going to do on the battlefield.

There are some zealots that think we can do everything unmanned today. I don't think we're there yet. We may get there someday, but we're not there now. We're going to need some mix of manned/unmanned. The question is, can we afford an Armed Aerial Scout now, and, looking to the future, how soon will we be able to go to the next iteration? Or do we accept risk in this area and go to something like a joint multirole? I don't know. I'm just speculating at what the things are that this requirements team is having to wrestle with.

Q. A joint multirole - that would be a new joint program?

A. That is a potential option that's being discussed. A joint multirole is something we would consider as the next-generation system, as a next leap-ahead technology, if you will. That's the kind of crystal-ball look this team, I think, is probably looking at. And the two extremes are to continue with the old scout that we have today, or some sort of a joint multirole with a manned/ unmanned teaming mix. Somewhere in the middle there is probably where we'll end up, but I just can't tell you. I'm the guy that goes and builds it once they decide what they want.

Q. Have you received any early insight from the Armed Aerial Scout analysis of alternatives?

A. They're still looking at it. That study advisory group is supposed to brief out at the end of this month. In support of that, we've put out some requests for information - I think there were two of them that we put out, and we've had about 21 respondents - looking at the art of the possible and what can be achieved with the paths they want to go down. And we should have some of that, hopefully, by the end of this month.

Q. Is the joint multirole a new idea?

A. Like so many things when they're in the formulation stage, if you asked five different people what's joint multirole, you'd get six different answers. I think it's just in the thoughts of scientists and the strategic thinkers.

Q. There have been reports that Apache Block III has had a "critical" Nunn-McCurdy breach. Can you explain?

A. This is like an oxymoron, like jumbo shrimp - this was a good Nunn-McCurdy breach. What I mean is the Apache Block III is part of our long-term sustainment effort to keep the Apache the world's best attack helicopter. But with the direction to build the 13th brigade, we're having to buy an additional two battalions of that aircraft. Well, that money has been put into the Apache's budget line and because it's in that budget line, even though it's a new build and not a service-life extension, that money counts against the unit cost.

So with those critical Nunn-McCurdy thresholds, those percentages of a cost increase are what drove us to this Nunn-McCurdy breach. It's not that we've had a technology problem; it's not that we've had a schedule problem; it's not that we've had a cost problem. It's that we've added substantial dollars to the program budget line to buy those two battalions. The program is on track and doing great, but by the rules, we had to declare that we had a Nunn-McCurdy breach, and this is pretty bad, but we did it to ourselves.

Q. Do you have to go through the formal recertification process?

A. We do. I bite my tongue when I say "good Nunn-McCurdy breach," because it is a detailed, thorough process to go back through. ■

Office Profile

■ 2011 procurement funding: $6 billion requested for U.S. Army aviation

■ Program managers: Apache helicopter, cargo helicopter, utility helicopter, unmanned aircraft systems, armed scout helicopter, aviation systems, nonstandard rotary-wing aircraft.

■ Work force: 566

Source: U.S. Army Aviation Program Executive Office

By Kate Brannen in Washington.

[buglerbilly]

Interview : Brig. Gen. William Crosby

PEO for Aviation, U.S. Army

Published: 12 April 2010

While combat forces draw down in Iraq, the operational tempo for U.S. Army helicopter pilots in that country remains high. At the same time, more helicopters are headed for Afghanistan, where flying conditions are putting a lot of stress on the aircraft and the pilots. In both places, Army aviation is so important that the Pentagon is adding two active force combat aviation brigades, building one from scratch. This keeps Gen. William "Tim" Crosby very busy. As the Army's program executive officer (PEO) for aviation, he oversees seven program management teams, including a new office for nonstandard rotary-wing aircraft.

After serving as deputy program executive officer, Crosby became PEO for Army aviation in December 2008. In this role, Crosby reports directly to Army acquisition executive Malcolm O'Neill and manages a multibillion-dollar budget.

In addition to other modernization efforts, Crosby has the job of upgrading the OH-58D Kiowa Warrior reconnaissance helicopters until it's decided what kind of aircraft should come next. An analysis of alternatives is looking at manned and unmanned options, as well as a mix of the two.

Q. What are the key issues you're tackling?

A. The biggest thing I have, looking to the future, is sustaining and meeting the needs of our Army aviators and ground commanders through what we call the Army Force Generation model that basically has somebody in the fight, somebody recovering from the fight and somebody getting ready to go to the fight all the time. I spend a lot of my time working and orchestrating all of the activities to get the units ready to go, and then the reset - the recovery when they come home. And then Maj. Gen. [James] Myles spends a lot of time, and I support him, supporting the ones who are in the fight.

I've also got to step back and look out 20 years at what are we going to do to keep this big thing we call Army aviation viable in the future. Let's face it; this is an aviation kind of war. Because things are so spread out, nothing can happen without Army aviation - whether it is supporting ground convoys, or delivering critical supplies or equipment, or air assaults. We're flying at an operational tempo maybe four or five times what we normally do and what we planned for.

What we're trying to get our arms around is what is the impact of the war? Or if tomorrow, they put us back into a peacetime environment, how do we accommodate the additional wear and tear on those systems? That's something that I'm wrestling with. Instead of being totally reactionary and just thinking about the day to day, we're trying to think beyond that and how do you sustain that.

And it's not just the Army, and it's not just the budget; we've also got to look at the implications for the industrial base. As things start drawing down and slowing down, how do you maintain and accurately forecast to keep our vendors and that industrial base stable so that, if and when we have to call on them again, they're still there for us?

Q. Will building up the 13th combat aviation brigade keep vendors busy for a while?

A. That keeps them busy on production of new systems. They're loving it right now. We're buying and building more than we had planned.

But we're also flying and putting an additional demand for extra parts. If you're flying four to five times the operational tempo, plus buying more, and then you slow it down and reduce the amount you're flying, that further exaggerates the problem of maintaining that vendor and keeping them viable. So, whereas today we need four or five vendors building the same part, we may need to get that down to two.

Q. How do you do that?

A. Well, the first thing you've got to do is figure out what is the actual wear and tear on the systems. We're doing some studies to try to understand how can we minimize and stretch out the utilization of these systems. Number two, you'll hear people say "condition-based maintenance" - I think that's just one of the tools. I'm talking about doing fleet management, and that's accurately forecasting to your vendors what you're going to need and when you're going to need it. They're ready and willing to make good, conscious business decisions, but we need to be proactive and forecast that to them, because when we force our vendors to be reactive, that normally translates into cost.

Q. Was that an issue when you had to ramp up a couple of years ago?

A. Absolutely. When the war really started getting going, we had lead times to procure parts that were sometimes in excess of 36 to 40 months - months, not days, months - to buy some major components. Our vendors have been very supportive and have stepped up to the plate, sometimes using their own funds to decrease that stock lead time. We know that we, the government, are not that good at forecasting buying, but we usually pay for what we ask for. It just takes some time.

Q. How does that lead-time translate into cost?

A. We have not been very good at being able to forecast that; therefore, it's reactive, and many of our vendors - right, wrong or indifferent - have been unwilling to have those parts and the people standing there waiting. So when we do walk in, they say, "It's possible, but it's going to take me this long to step up and do that."

Q. Is that an issue building the 13th combat aviation brigade? Or do the vendors have the parts ready to go?

A. I wouldn't say they're ready to go, but as we say in the field, they have warm production capabilities. Yes, they have the production lines going. Are they running at 100 percent capacity? I'd say in most cases, probably not.

Q. What are your other concerns about potential budget restrictions? Is keeping congressional support for Armed Aerial Scout one of them?

A. I think anyone who doesn't think the budget is going to get tight is naive. There are a lot of difficult things facing the country, and there are some folks saying we're going to have to take some appetite suppressants. We'll have to accept some trades and some risk in some areas.

I can't tell you what the analysis of alternatives is going to tell us for the Armed Aerial Scout. It's trying to objectively look to the future and what our manned/unmanned relationship is going to be and the teaming we're going to do on the battlefield.

There are some zealots that think we can do everything unmanned today. I don't think we're there yet. We may get there someday, but we're not there now. We're going to need some mix of manned/unmanned. The question is, can we afford an Armed Aerial Scout now, and, looking to the future, how soon will we be able to go to the next iteration? Or do we accept risk in this area and go to something like a joint multirole? I don't know. I'm just speculating at what the things are that this requirements team is having to wrestle with.

Q. A joint multirole - that would be a new joint program?

A. That is a potential option that's being discussed. A joint multirole is something we would consider as the next-generation system, as a next leap-ahead technology, if you will. That's the kind of crystal-ball look this team, I think, is probably looking at. And the two extremes are to continue with the old scout that we have today, or some sort of a joint multirole with a manned/ unmanned teaming mix. Somewhere in the middle there is probably where we'll end up, but I just can't tell you. I'm the guy that goes and builds it once they decide what they want.

Q. Have you received any early insight from the Armed Aerial Scout analysis of alternatives?

A. They're still looking at it. That study advisory group is supposed to brief out at the end of this month. In support of that, we've put out some requests for information - I think there were two of them that we put out, and we've had about 21 respondents - looking at the art of the possible and what can be achieved with the paths they want to go down. And we should have some of that, hopefully, by the end of this month.

Q. Is the joint multirole a new idea?

A. Like so many things when they're in the formulation stage, if you asked five different people what's joint multirole, you'd get six different answers. I think it's just in the thoughts of scientists and the strategic thinkers.

Q. There have been reports that Apache Block III has had a "critical" Nunn-McCurdy breach. Can you explain?

A. This is like an oxymoron, like jumbo shrimp - this was a good Nunn-McCurdy breach. What I mean is the Apache Block III is part of our long-term sustainment effort to keep the Apache the world's best attack helicopter. But with the direction to build the 13th brigade, we're having to buy an additional two battalions of that aircraft. Well, that money has been put into the Apache's budget line and because it's in that budget line, even though it's a new build and not a service-life extension, that money counts against the unit cost.

So with those critical Nunn-McCurdy thresholds, those percentages of a cost increase are what drove us to this Nunn-McCurdy breach. It's not that we've had a technology problem; it's not that we've had a schedule problem; it's not that we've had a cost problem. It's that we've added substantial dollars to the program budget line to buy those two battalions. The program is on track and doing great, but by the rules, we had to declare that we had a Nunn-McCurdy breach, and this is pretty bad, but we did it to ourselves.

Q. Do you have to go through the formal recertification process?

A. We do. I bite my tongue when I say "good Nunn-McCurdy breach," because it is a detailed, thorough process to go back through. ■

Office Profile

■ 2011 procurement funding: $6 billion requested for U.S. Army aviation

■ Program managers: Apache helicopter, cargo helicopter, utility helicopter, unmanned aircraft systems, armed scout helicopter, aviation systems, nonstandard rotary-wing aircraft.

■ Work force: 566

Source: U.S. Army Aviation Program Executive Office

By Kate Brannen in Washington.

[buglerbilly]

CoAxial Kiowa?

by Michael Bruno

Fort Worth, Texas-based AVX Aircraft is proposing to modify the Bell OH-58D Kiowa Warrior with coaxial rotors and ducted fans to increase hoit-and-high performance and meet the US Army’s Armed Aerial Scout requirement to replace the OH-58D and cancelled Bell ARH-70A Arapaho Armed Reconnaissance Helicopter.

Assembly





Comparison



AVX Final OH-58



Interesting concept............

[buglerbilly]

Comment from elsewhere.............


I saw an AVX presentation last week at a local AHS dinner near Ft. Worth last week. Met some of the Engineers that are working on the concept. They are all ex or retired Bell Engineers (I think) including the boss who was VP for Engineering at Bell. AVX has a good chance of becoming a reality given the talent base. The funding will be the major wicket.


New firm proposes makeover for Army scout copter

Posted Sunday, Apr. 11, 2010

By BOB COX

rcox@star-telegram.com


STAR-TELEGRAM/MAX FAULKNER
AVX Aircraft President Troy Gaffey with a one-seventh scale model.

It has been 18 months since the Army canceled a development contract with Bell Helicopter worth potentially $5 billion to build more than 300 armed scout helicopters.

Now a small Fort Worth startup, composed largely of former Bell engineers and managers, has proposed what it says is a low-cost way for the Army to upgrade its fleet of scout helicopters while significantly improving performance, safety and combat capability of the aircraft.

AVX Aircraft Co. will publicly unveil its plan for drastically reworking the Army's Bell-built OH-58D Kiowa Warriors this week at the annual convention of the Army Aviation Association of America. Events begin Tuesday at the Fort Worth Convention Center.

The company, headed by longtime Bell engineer Troy Gaffey, has dusted off and combined a pair of old helicopter propulsion concepts, including one used for decades by a Russian military manufacturer, Kamov.

AVX proposes removing the main rotor and tail rotor from the OH-58s. The four-blade main rotor would be replaced with two smaller-diameter, counterrotating, three-blade rotors that AVX says should significantly improve the aircraft's lift.

Traditional helicopters use a tail rotor to keep the aircraft from spinning along with the main rotor. The counterrotating, or coaxial, rotor eliminates that tendency, and with it the need for the tail rotor. In its place, two ducted fans, essentially propellers, mounted on the tail and driven by the engine push the aircraft forward much more efficiently than one main rotor can.

The result, Gaffey says, is that for a small fraction of the cost of an all-new helicopter, the Army could extend the Kiowa Warrior's life by a couple of decades and enable it to fly higher, farther and faster while carrying more payload.

"We can bring the performance up to or better than the ARH-70 that was canceled," said Gaffey, president of AVX and previously an engineer at Bell for 38 years.

Experts in helicopter engineering and performance say the AVX proposal has promise but needs further analysis and flight testing of prototypes.

"The Russians have been extremely successful using coaxial," said Inderjit Chopra, aerospace professor and director of the Alfred Gessow Rotorcraft Center at the University of Maryland. Students at the university have done some design analysis for AVX.

"The coaxial system is generally considered slightly more efficient in hover than a comparable single-rotor system," said Susan Gorton, a rotorcraft researcher at NASA Langley Research Center. Its rotor wake's interaction with the tail fans needs further study, she said, but it "clearly takes a new look at how technology can be applied to upgrade an existing platform."

"It is refreshing to see new designs emerge that challenge conventional thinking."

All U.S.-built manned helicopters use the traditional main rotor and tail rotor. In the 1960s, the Navy bought Gyrodyne unmanned helicopters, which used a coaxial rotor. Kamov, the Russian manufacturer, has used a coaxial rotor without a tail rotor on various aircraft, including its Ka-50/52 attack helicopters, which perform a mission similar to the U.S. Boeing AH-64 Apaches.

Sikorsky Aircraft Co., with its X2 development program, is pursuing an approach similar to the AVX proposal. The experimental X2 helicopter uses a coaxial rotor and tail fan arrangement.

[B]Prolonging copter's life

After the cancellation of the ARH, or armed reconnaissance helicopter, in October 2008, the Army is spending upward of $4 million per aircraft to prolong the OH-58's life and improve its safety, cockpit electronics, surveillance and weapon targeting. But its flight performance -- altitude, speed, range and ammunition capacity -- remain liabilities in the "hot and high" environment of Afghanistan.

Gaffey said AVX estimates that its upgrade package could be bought for $1.25 million per aircraft, if the Army installs it. The cost of the ARH exceeded $10 million per aircraft when the program was canceled.

"It gives them [the Army] some breathing room and gives the war fighter a more capable aircraft," Gaffey said. "Not many pilots want to leave fuel or weapons behind."

Army officials say the OH-58s are the most-used helicopters in Iraq and Afghanistan, scouting ahead of troops and convoys in search of insurgents and roadside bombers. It's a 1970s design based on Bell's civilian 206 model light helicopter. The current OH-58D model dates to the early 1990s.

The Army wants a more capable aircraft. After the ARH was canceled, the service began analyzing what missions it expects of a new armed aerial scout, its performance requirements and whether it should be manned, unmanned or some combination. It expects to decide how to proceed by mid-2011.

AVX submitted a detailed proposal and has met with Army technical staffers to explain its plans.

"The Army has done a lot of research over the years on similar concepts," Gaffey said. He said he believes that Army officials are open to the ideas in the AVX proposal.

Others in the industry, including Bell and Grand Prairie-based American Eurocopter, through its parent, EADS North America, have responded to the Army's request for information with their own proposals.

Bell proposed "additional improvements that will enhance the Kiowa Warrior's performance in high/hot conditions," Mike Miller, director of military business development at Bell, said in a statement. Eurocopter-EADS has enlisted a division of Lockheed Martin to join in proposing a military version of Eurocopter's EC-145 civil helicopter.

The privately funded AVX was founded in 2005 and consists of about a dozen helicopter industry veterans, all but one with long service at Bell, with combined experience of more than 400 years. Gaffey said his team has been working with component suppliers to create detailed designs and analysis for its proposal.

The company will have a scale model of its modified OH-58 on display at this week's show and a simulator so pilots can see how it would fly. Gaffey said the proposed changes would make the Kiowa Warrior much easier to operate.

Aircraft engineers and designers for defense contractors almost inevitably propose new aircraft and even upgrades that prove far more difficult and more expensive than planned. Gaffey said AVX's design and analysis make him confident that the company can deliver.

BOB COX, 817-390-7723

Read more: http://www.star-telegram.com/2010/04/11/2105997_p2/new-firm-proposes-makeover-for.html#ixzz0kzbeIrvB

Read more: http://www.star-telegram.com/2010/04/11/2105997/new-firm-proposes-makeover-for.html#ixzz0kzbLObNw

[buglerbilly]

Last piece on this...........

Ares

A Defense Technology Blog

OH-58D + AVX = Kamov Warrior?

Posted by Graham Warwick at 4/13/2010 11:07 AM CDT

It seems like a long shot, a start-up company bidding to provide the US Army with its next armed scout helicopter. But AVX Aircraft's Forth Worth, Texas-based AVX is largely made up of former Bell engineers and managers, so they should know the OH-58D well. But the company, founded in 2005, is privately funded and has spent about $4 million so far on design studies. It needs a lot more money to take the next step - building a concept demonstrator - and is trying to get the Army to provide the funding.


All artwork: AVX Aircraft

I wish them luck with that endeavor, because the "OH-58D AVX" is an interesting concept. The idea is to offer the Army a low-cost solution to its Armed Aerial Scout (AAS) requirement to replace the OH-58D and its cancelled successor, the Bell ARH-70A Armed Reconnaissance Helicopter.

Replacing the four-blade rotor and tailrotor with coaxial rotors and ducted fans reduces the power required by 15-20%, says AVX, which in turn boosts the helicopter's hot-and-high performance with the existing engine. The company estimates the OH-58D AVX can meet or exceed the performance promised by the ARH.

AVX believes the configuration is low risk. The coaxial rotors are similar to those on the Kamov Ka-50/52 attack helicopters, but with composite blades and hubs. The variable-pitch fans are mechanically driven to provide differential thrust for directional control and propulsion for forward flight.



Cost would be kept down by retaining much of the original OH-58D, taking advantage of the Army's substantial investment in upgrading the Kiowa Warrior in the wake of the ARH cancellation. This includes replacing the old McDonnell Douglas mast-mounted sight with a lighter Raytheon sensor under the nose.

AVX says it has no plans to be a manufacturer and instead would act as prime contractor, working with low-cost suppliers to produce the modification kits. These could be simple enough to be installed at depot level, the company believes.

But first AVX has to find around $30 million to build a "bare bones" concept demonstrator, which it says could fly within 18 months. The company is working to raise more money privately, but is hoping the Army can come up with funding, possibly as part of a prototyping phase leading up to an AAS acquisition.

[buglerbilly]

Ares

A Defense Technology Blog

Army's Aerial Scout Options Expand

Posted by Graham Warwick at 4/15/2010 12:28 PM CDT

Things are getting interesting with the US Army's Armed Aerial Scout (AAS), and it's not even for formal acquisition program yet. Sikorsky has announced at the Quad-A show that it has offered its high-speed, coaxial-rotor X2 Technology Light Tactical Helicopter (LTH) as part of its response to the Army's AAS request for information.


X2 LTH mock-up (Credit: Sikorsky)

As an all-new design, the X2 LTH represents one extreme of the aircraft known to be on offer for the AAS requirement to replace the Army's OH-58D Kiowa Warriors. At the other extreme is start-up AVX Aircraft's proposal to upgarde the OH-58Ds with coaxial rotors and ducted fans. In the middle is EADS North America's offer of the AAS-72X armed derivative of the Army's UH-72A Lakota light utility helicopter.

Sikrosky's offer comes as the company has yet to achieve its goal of exceeding 250kt with the privately funded X2 Technology demonstrator, because of flight-test delays caused by replacement of the transmission after discovery of a manufacturing flaw. The X2 is now expected to achieve its speed goal by mid-year.

Sikorsky has been displaying its LTH full-scale mock-up around the bazaars for some time, and saying it would be ready to deliver new commercial and military helicopters incorporating X2 technology in the 2015-18 timeframe. But including the LTH in its RFI response shows considerable confidence in the concept.

To recap, what Sikorsky calls X2 Technology is a combination of fly-by-wire flight controls, contra-rotating rigid rotors, low-drag hubs, active vibration control and integrated auxiliary propulsion that enables a 250kt cruise while retaining the helicopter's low-speed agility and efficient hovering.

EADS, meanwhile, has announced at Quad-A that it will independently fund three AAS-72X demonstrators, jointly with AAS team-mates American Eurocopter and Lockheed Martin. The first will fly late this year and be used for mission-equipment integration, performance testing and survivability validation. The AAS-72X is based on Eurocopter's commercial EC145, with Lockheed developing the mission system.


Eurocopter EC645, aka AAS-72X (Credit: EADS)

[buglerbilly]

EADS To Build 3 Demo Armed Aerial Scouts

By KATE BRANNEN

Published: 15 Apr 2010 11:34

FORT WORTH, Texas - EADS North America is building three technology demonstration aircraft for a potential U.S. Army Armed Aerial Scout program, company officials said April 15.

The Army launched the program after it canceled the Armed Reconnaissance Helicopter in 2008.

EADS North America's offering builds upon the company's UH-72A Lakota helicopter, which is built in Columbus, Miss. The first technology demonstration aircraft, called the AAS-72X, is to fly in December.

The company wants to demonstrate it to the Army and to resolve any questions about its performance, Sean O'Keefe, chief executive officer of EADS North America, told reporters here.

It is "a low-cost, low-risk approach," O'Keefe said.

Lockheed Martin, EADS North America's partner on the program, has established a systems integration lab for the AAS-72X's mission equipment package at its Orlando, Fla., facility.

In the meantime, the Army continues its analysis of alternatives for the Armed Aerial Scout program. The study is looking at manned, unmanned and optionally piloted aircraft.

David Haines, vice president of rotocraft programs for EADS North America, said the company is "anxious for the government to put more fidelity in its requirements."

"I commend the Army for thinking creatively" and looking at alternatives, O'Keefe said. However, he believes at the heart of the requirement is a need for a replacement aircraft.

The company said it responded to a March 10 request for information from the unmanned aircraft systems program office, but it currently does not plan any optionally piloted tests for the AAS-72X.

"We're going to focus on the manned element of it for now," Haines said.

The Armed Aerial Scout program office released a separate request for information March 18 for the manned component, which the company also responded to, Haines said.

[buglerbilly]

More from Sikorsky.............



Sikorsky Aircraft Pitches Light Tactical Helicopter Concept for Armed Aerial Scout Mission

April 15, 2010

FORT WORTH, Texas - Sikorsky Aircraft Corp. has offered its X2 TechnologyTM Light Tactical Helicopter concept for the U.S. Army’s Armed Aerial Scout Program, the company announced today from the AAAA Annual Convention. Sikorsky Aircraft is a subsidiary of United Technologies Corp. (NYSE: UTX).

Sikorsky Aircraft formally submitted its response to the Department of Defense Request for Information on March 17. The Army is reviewing the alternatives for the program. In addition to the high-speed Light Tactical Helicopter (LTH), Sikorsky submitted information on other Sikorsky aircraft that could perform the mission, including the UH-60M Black Hawk helicopter, depending on how the requirements are eventually defined.

“The Army is preparing for Phase II of the Analysis of Alternatives to identify its future requirements for the AAS mission. We believe the LTH brings game-changing technology, offering significant improvements in ‘high-hot’ performance, speed, survivability,” said Steve Engebretson, Director of Sikorsky’s AAS program.

A mockup of Sikorsky’s LTH aircraft is on display in the Sikorsky booth, #527, at the AAAA Convention in the Fort Worth Convention Center.

The X2 TECHNOLOGY Light Tactical Helicopter multi-mission capabilities will meet both conventional U.S. Army and Special Operations future requirements in a variety of combat roles. Sikorsky Aircraft has invested in the LTH concept to illustrate its commitment to developing future capabilities that are achievable and affordable. X2 TECHNOLOGY is scalable to a variety of military missions including assault, armed reconnaissance, close-air support, combat search and rescue, and unmanned applications.

The Defense Department has indicated it expects to need AAS aircraft in the next seven to 10 years.

“With the X2 Technology Light Tactical Helicopter, the Army has the opportunity to introduce the next generation of helicopters through the Armed Aerial Scout program,” said Scott Starrett, President, Sikorsky Military Systems. “Using the X2 Technology features we are flying now on our Demonstrator aircraft, we believe the LTH will be able to operate at altitudes and air speeds no conventional helicopter can match. It offers potential maneuverability and survivability that will dramatically improve the way Army Aviation conducts combat operations.”

The technology demonstrator aircraft, which achieved first flight in August 2008, is progressing toward the milestone of achieving 250 knot cruise speed. The project is funded entirely by Sikorsky.

The X2 TECHNOLOGYTM demonstrator combines an integrated suite of technologies intended to advance the state-of-the-art, counter-rotating coaxial rotor helicopter. It is designed to demonstrate a helicopter can cruise at 250 knots, while retaining such desirable helicopter attributes as excellent low speed handling, efficient hovering, safe autorotation, and a seamless and simple transition to high speed.

Among the innovations the X2 Technology demonstrator employs are:
• Fly-by-wire flight controls
• Counter-rotating rigid rotor blades
• Hub drag reduction
• Active vibration control
• Integrated auxiliary propulsion system

[buglerbilly]

No Place to Run: HMLA-367 Marine Helps Locate, Close with, Destroy Enemy

(Source: US Marine Corps; issued April 21, 2010)

CAMP LEATHERNECK, Helmand province, Afghanistan --- When Marines kick in doors and begin to put rounds down range, some insurgents flee -- a Huey pilot helped create a way to stop them before they slip through the cracks.

Capt. Bret W. Morriss, a pilot with Marine Light Attack Helicopter Squadron 367, "Scarface," 3rd Marine Aircraft Wing (Forward), used the capabilities of the new UH-1Y Huey to create a concept to aid in the capture of insurgents.

Capt. Kevin Kinkade, the platoon commander for B Company, 3rd Reconnaissance Detachment, worked with Morriss to develop a way to effectively peruse insurgents who flee.

It can be dangerous for troops on the ground to chase fleeing insurgents because the enemy uses mines and improvised explosive devices to protect their routes of escape, explained Morriss.

Morriss and Kinkade created a concept called an aerial reaction force by adapting the concept of a quick reaction force. A QRF is a rapid response force commonly used to reinforce or investigate areas of interest. By combining the time-tested tactics of the QRF and the capabilities of the new Huey, the Marines created ARF -- a force with strength in a couple of prime areas.

"ARF proves the capabilities of the Huey," said Morriss. "It improves abilities of the [ground combat element] giving the Marines more flexibility and maneuverability."

The new Huey can keep up with the demands of the ARF concept because of the improved lifting power of the helicopter. It can carry 6-8 combat-loaded Marines, plus the helo's crew, into and out of tactical zones at high altitudes and in hot weather. The previous helicopter the Marine Corps used was the UH-1N Huey that did not have the power to carry such a load. Morriss' squadron is the first HMLA to use the new Huey in combat.

The new helicopter provides outstanding economy of force, giving close air support and reconnaissance support for the Marines that it inserts. Historically, Marines used a heavy or medium lift helicopter to bring in the reinforcements, and flew attack helicopters for close air support.

By employing these new Hueys, Marines can use ARF to quickly capture a person of interest or small group of insurgents, or they can be used as an addition to a larger ground operation. The UH-1Y has brought back true utility to the Marine Corps supporting a wide variety of assault support missions.

When HMLA-367 heads home to Marine Corps Base Camp Pendleton, Calif., in the next few months, they will pass on the new tactics to the incoming squadron, Marine Light Attack Helicopter Squadron 369, the "Gunfighters."

"What Capt. Morriss developed keeps Marines safer by giving them the flexibility to close with the enemy with less risk of hitting a mine or being ambushed," said Maj. Thomas Budrejko, the operations officer for the squadron. "It also improves the operational capabilities of the units on the ground."

Morriss, a graduate of Virginia Tech, received a Navy and Marine Corps Achievement Medal for his part in creating and executing ARF.

Just as Marines have done throughout history, Morriss and Kinkade adapted to the war at hand and developed new Marine Corps tactics that will likely save Marines' lives and ensure the capture or elimination of the enemy.

-ends-

[buglerbilly]

DATE:22/04/10

SOURCE:Flight International

Sikorsky targets third quarter for 250kt X2 flight

By Stephen Trimble

Sikorsky is targeting the third quarter to achieve the 250kt (460km/h) goal for its X2 high-speed prototype, after several delays in the flight-test programme.

Twenty months after first flight, Sikorsky expects to complete the tenth flight in the coaxial rotor aircraft's test programme during the week of 19 April, says Jim Kagdis, Sikorsky director for advanced programmes.

Sikorsky intends to increase the speed by 20kt increments in each flight test, with 150kt the goal for the 10th flight, he says. Follow-on flight tests are expected to occur every three weeks.

A gearbox manufacturing problem halted flight tests after December 2009. The key component for the LHTEC T800 turboshaft-powered counter-rotating coaxial pusher system has since been repaired and overhauled, Kagdis says.


© Ahsish Bagai/Sikorsky

The X2 is Sikorsky's bid to usher in a breakthrough in helicopter performance. By integrating modern flight controls and vibration cancellation systems, Sikorsky believes it can overcome the challenges faced by similar high-speed rotorcraft systems attempted in the 1970s.

Although the flight-test programme has encountered problems, Kagdis notes that none of the issues have changed Sikorsky's expectations. "We have not found anything that tells us that we can't get out to a higher speed," he says.

Sikorsky intends to offer the X2 initially for the US Army's potential competition to replace the Bell OH-58D Kiowa Warrior. A production version of the high-speed aircraft could be available in 2018.

The army is conducting a mandatory analysis of alternatives until December or January. Its key dilemma is whether to invest in a new airframe using existing technology, or wait several years for a next-generation leap in technology, says Maj Gen Jeffrey Schloesser, director of army aviation. "That decision is not ready to be made," he adds.

[buglerbilly]

PM to attend crash victims' funeral

5:30 PM Sunday Apr 25, 2010 Facebook


Hayden Madsen, Daniel Gregory and Benjamin Carson. Photos / NZDF

Prime Minister John Key is cancelling a planned 10-day trip to the Middle East in order to attend the funerals of three Air Force personnel killed this morning and commemorate the loss in Parliament.

He has been in Gallipoli for Anzac Day commemorations at Gallipoli and was due to travel to Bahrain and Kuwait.

He hoped to be back in the country by Tuesday morning and to attend the men's funerals.

This afternoon, the Air Force named the three men who died when an Iroquois helicopter crashed on its way to Anzac Day commemorations earlier today.

They were 28-year-old Flying Officer Daniel (Dan) Stephen Gregory, a pilot; 33-year-old Flight Lieutenant Hayden (Muddy) Peter Madsen, also a pilot; and 25-year-old Corporal Benjamin (Ben) Andrew Carson, a crewman.

Air Vice-Marshal Graham Lintott identified the three men at a press conference in Ohakea this afternoon.

"Today we remember those who lost their lives doing their duty at Gallipoli 95 years ago, and now we must add the names of three more who have lost their lives in the service of their country," he said.

"I am immensely proud of our young flyers and all those in our Air Force family. Our family is strong and close and we will all feel this loss keenly."

He said it was too early to speculate on what had happened on the early morning flight. However, a thorough and professional investigation would be undertaken.

"But for today, I would like to ask you all to join with the Air Force family in wishing the crewman a speedy recovery while remembering three wonderful young New Zealanders who this country can be truly proud [of]."

A fourth man who was hospitalised following the accident has not yet been identified.

Air Force spokesman Kavae Tamariki said the man remains in a serious condition.

He is believed to have a dislocated knee and chest injuries.

Leaders' tributes

Prime Minister John Key said he was saddened and devastated by the loss of three New Zealand personnel he had flown with and knew personally.

Mr Key, who is in Gallipoli to commemorate the 95th anniversary of the landings there by Australian and New Zealand forces, said he was informed of the accident early this morning.

"I am shocked and saddened by this tragic event. My thoughts are with the families of the victims, the family of the injured man, and the entire New Zealand Defence Force.

"To have this happen when the helicopter was heading to Wellington for an Anzac Day flypast is an absolute tragedy.

"I am sure that all New Zealanders will join with me in offering the families of the victims, and the Defence Force, our deepest condolences."

Defence Minister Wayne Mapp told NZPA the news was a "devastating blow".

"It's a heavy blow, particularly on this day of all days... My aroha goes out to the families. You can't imagine."

Dr Mapp and Associate Minister Heather Roy intended to head to Ohakea tomorrow after people had had a chance to take in the news.

Dr Mapp apologised for an earlier comment at an Auckland service when he said four were dead rather than three, which was based on information provided by the Defence Force.

"We don't feel good about that. I certainly apologise for the hurt that may have caused."

Labour leader Phil Goff said today was a very sad occasion for the country.

"The Labour Party's thoughts go out to the families and friends of those who died and to the seriously injured person and their family," he said in a statement.

"Anzac Day is a day of sadness and poignancy for New Zealand and for this crash to occur today adds to this feeling."

Meanwhile, Palmerston North MP Iain Lees-Galloway said the crash would have an enormous impact on the tight knit Ohakea community.

"I know the community will rally to support those who have lost loved ones in this tragedy."

Herald writer Claire Trevett, who is with the New Zealand delegation to Gallipoli, says the New Zealand flag there has been lowered to half-mast.

First body recovered; investigation underway

Investigators are currently sifting through the wreckage in an effort to discover the cause of the crash.

Recovery teams have removed the first of the three bodies, carrying it out on foot.

The three Air Force personnel were killed when their helicopter crashed near Pukerua Bay as it was flying from the RNZAF's base at Ohakea to Anzac Day commemorations in Wellington.

The helicopter, part of the No. 3 Squadron, was due to take part in a flypast of the Wellington Cenotaph while in formation with two other Iroquois.

Those on the other helicopters did not immediately realise there had been an accident. One landed at Wellington and one at Paraparaumu.

Wellington Westpac Rescue Helicopter operations manager Dave Greenberg said a paramedic was winched into the helicopter crash site this morning.

"At that point we didn't know if anyone was alive," Mr Greenberg said.

He said an injured man was found and winched into the rescue helicopter before being taken to a nearby ambulance and transported to Wellington Hospital.

The aircraft was upside down and severely damaged when they found it, he said.

"The emergency beacon from the Iroquois allowed us to get there more quickly than we otherwise would have," Mr Greenberg said.

"We got there to find it upside down. It was unsettling."

Inspector John Spence, area commander of Kapiti Mana police, said the crash site was difficult to locate in what was low cloud cover and it took some "impressive flying" by the Westpac Rescue helicopter to get close to the ravine and winch someone down.

He said the helicopter "was pretty badly smashed up".

Police search and rescue had taken control of the scene and were working closely with Air Force staff to investigate what happened and to identify and remove the bodies of the three crew, he said.

- NZ HERALD STAFF, NZPA

[buglerbilly]

The wreckage of the Air Force helicopter on the side of a hill in Pukerua Bay north of Wellington. Photo / NZPA


Air crew of an RNZAF Iroquios waiting for cloud to clear over the site of their crashed colleagues near Pukerua Bay. Photo / Mark Mitchell


The helicopter, an Air Force Iroquois, crashed en route to Anzac Day commemorations in Wellington. Photo / NZPA

[buglerbilly]

'Toughest Time' for U.S. Army Helos

Afghanistan Op Tempo To Soar With Summer Surge

By KATE BRANNEN

Published: 26 April 2010

With six-plus combat aviation brigades soon to be deployed in Iraq and Afghanistan, U.S. Army aviation will be at its busiest since the wars began.

"We're going into our toughest time this summer," said Maj. Gen. Jeffrey Schloesser, speaking April 17 at the Army Aviation Association of America conference in Fort Worth, Texas. Schloesser directs Army aviation in the office of the deputy chief of staff for strategy, plans and policy (G-3/5/7).

Schloesser sees the difficult period lasting about a year, with the summer and fall being "an extremely tough fight."

Army aviation is drawing down more slowly than other forces in Iraq, yet it is also ramping up for this summer's surge in Afghani-stan - going from one combat aviation brigade (CAB) there a year ago to a planned three-plus by summertime, said Col. William Morris, deputy director of the Army Aviation Directorate. With Schloesser soon to retire, Morris is now serving as the acting director of Army aviation.

In recent years, the Army has generally kept four CABs total in Iraq and Afghanistan. Each has roughly 2,700 soldiers and 120 helicopters, and they come in three types: light, medium and heavy.

Schloesser said Pentagon planners have slated unit rotations out to 2015.

He notes that Afghanistan, with its difficult flying conditions and limited supply points, is rough on CAB pilots and maintainers.

But it's tough on ground troops as well: Right now, the greatest demand in Afghanistan for aviation support is for battlefield medical evacuation, Morris said.

In response, the Army is adding three aircraft to each 12-helo medevac company and plans to create nine more such units, he said. Seven will go to the National Guard and Reserve, while two will be part of the Army's planned 12th and 13th CABs, he said.

In a year, the Army has boosted the total number of medevac helicopters in Afghanistan from 15 to 39, and is moving toward 60, Morris said. Defense Secretary Robert Gates has told the Army to make sure wounded can be ferried to medical care in less than an hour.

New Management

The high op tempo has changed the way the Army manages aircraft, Maj. Gen. James Myles, commander of the Army's Aviation and Missile Command, told the audience in Fort Worth.

Before, aircraft stayed with the CAB wherever it went. Now, CABs deploy with some of their own equipment and fall in on the rest once they get to the theater, Myles said.

In March, the 101st CAB deployed to Afghanistan with 15 OH-58D Kiowa Warrior helicopters, then picked up the rest of its helos from the 82nd CAB, he said.

Myles noted that 10 years ago, the Army wouldn't have sent the 82nd and the 101st to the National Training Center together - and now they're sharing equipment.

The Quadrennial Defense Review recommended adding two CABs to the active force, bringing the total number to 13, along with eight in the reserve component.

The 12th CAB is being built by consolidating existing units and equipment. A brigade headquarters has been stood up in Fort Wainwright, Alaska, with other units at Fort Hood, Texas, and Fort Lewis, Washington, Morris said. Senior Army leaders are contemplating the right place to base the fully assembled unit, which will likely deploy for the first time before a decision is made, Morris said.

"There are not going to be any dramatic moves until after they deploy" at a yet-to-be-announced date, Morris said.

The Army will build the 13th brigade from scratch, a $6.6 billion endeavor.

Gates asked Army leaders whether they could accelerate its creation, either through early procurement or by pooling active and reserve aircraft, Lt. Gen. Robert Lennox, deputy chief of staff for Army programs, told the House Armed Services air and land forces subcommittee March 10.

"Senior leader decisions have to be made on whether we're going to speed that up or do it over the time the aircraft can come off of the production line," Morris said. "If the Guard were to provide equipment, they would be provided better aircraft off the production line at a later time."

The new brigade will be a heavy CAB with two AH-64 Apache attack armed reconnaissance battalions.

"We couldn't use what we have as a medium CAB model because we no longer produce OH-58Ds," Morris said.

Full-Spectrum Brigades

Still, the service is using the medium CAB design as the building block for its planned full-spectrum CABs, which will bring UAVs into an aviation brigade for the first time.

In a full-spectrum CAB, the armed reconnaissance squadron will fly OH-58Ds and Shadow UAVs, the latter currently operated by the ground-based brigade combat teams. The UAVs will allow the CAB to extend surveillance times, Morris said.

Most likely, the Army will equip and deploy a brigade in the full-spectrum design during 2011, then decide later how many full-spectrum CABs to build.

Aviation branch chief Maj. Gen. James Barclay said in Fort Worth that the Army could turn 15 of the service's CABs into full-spectrum units.

---

E-mail: kbrannen@defensenews.com.

[buglerbilly]

DATE:27/04/10

SOURCE:Flight International

IAe, Bell offer 412EP to Indonesian army

By Leithen Francis

Indonesia's army plans to add 24 utility helicopters, with Indonesian Aerospace and Bell Helicopter teaming for the pitch.

The army wants to have two squadrons of utility helicopters, totalling 24 aircraft, plus 18 attack helicopters, say industry sources.

For the utility helicopter requirement, state-owned aircraft-maker IAe is putting forward the Bell 412EP.

Indonesia's army has 31 412HP/SPs already in use, as listed in Flightglobal's HeliCAS database. IAe manufactured the airframes, which the army took delivery of between the late 1980s and the mid-1990s.

IAe plans to import the first batch of 412EPs in kit form, perform final assembly and be responsible for the installation of client equipment, industry sources say. However, it wants to also manufacture the fuselages for subsequent aircraft, they add.

Bell and IAe have already signed a memorandum of understanding, but have yet to sign a final contract, as some details need to be worked through. The army also has yet to sign a firm contract for the aircraft.

An enhanced performance version of the 412 with a dual digital automatic flight-control system, the EP uses a relatively old platform. However, one source notes that its advantage over rival AgustaWestland and Eurocopter product offerings is that some of the army's key decision-makers are familiar with the 412, having flown it in the past.

[buglerbilly]

Three quarters of Army's Apache attack helicopters not serviceable

Almost three quarters of the Army's fleet of Apache attack helicopters are not available for front line operations, government figures have shown.

By Sean Rayment, Defence Correspondent

Published: 7:30AM BST 02 May 2010



Apache attack helicopter Photo: PA Of the 67 in service, just 18 – or 27 per cent – are available for front line operations in Afghanistan or for training pilots in the United Kingdom.

Across all the aircraft types, less than half of Britain's military helicopters are available for operations, with 62 per cent (322 out of a total of 522) out of service.

Ministry of Defence figures obtained by the Conservative Party also show that only 44 per cent of the RAF's Chinook helicopters, 35 per cent of Merlins and 43 per cent of the Royal Navy's Sea Kings are available for service in Afghanistan.

The figures demonstrate how the heat and dust of the Helmand desert and the constant use of the aircraft on combat operations has started to degrade the fighting capability of the entire fleet.

Eighteen months ago 20 Apaches were available for service in Helmand and 53 per cent of the 48-strong Chinook fleet were available for front line operations.

In the last two years the number of improvised explosive devices being used by the Taliban has made travel by road extremely hazardous and many soldiers believe the only safe way to travel in Helmand is in a helicopter.

The Apache provides vital "top cover" for troops serving in the province and is on constant call when soldiers patrol into enemy controlled areas such as the "Green Zone".

The heavily armed Apache, which is equipped with a 30mm chain gun, CRV7 rockets and Hellfire anti-tank missiles, has saved numerous British lives.

The aircraft is now so essential to the military mission in Helmand that troops rarely venture out on large scale operations without support from the Apache.

The helicopter is also fitted with a vast array of highly sophisticated night vision equipment and is often used on reconnaissance missions.

While the Chinook does not provide fire support to ground troops it is vital for the Afghan mission.

Most of the out stations in Helmand are resupplied by Chinook and the helicopter provides a vital role in evacuating injured troops from the battlefield back to the main hospital at Camp Bastion.

Shadow Defence Secretary, Dr Liam Fox said: "Gordon Brown was warned about the shortfalls in helicopters in 2004, yet he went ahead and cut the helicopter budget anyway.

"This was a catastrophic decision when our forces were at war. Gordon Brown's talk about new helicopters for Afghanistan masks the reality that the fleet is still being overworked and that the numbers available for operations are too low.

"Once again our troops on the ground are suffering from Labour's incompetence."

Bill Rammell, the Armed Forces Minister, said: "All helicopter requirements on operations are being met.

"An entire helicopter fleet will never be fully available because some will always require servicing and routine maintenance.

"This is standard military practice and is factored into military planning.

"Since November 2006, we have nearly doubled the number of UK airframes available to commanders in Afghanistan, and over the same period the number of flying hours has increased by 137 per cent.

"In December 2009, the MoD announced that it will buy 22 brand new Chinooks with the first 10 being delivered by 2012/13."

[buglerbilly]

Saudi upgrades Black Hawks

Posted on 3 May 2010 in Defence

Tell me again why it's NOT a good idea to do the same with ours?

Sikorsky Aerospace Services announced today the signing of a contract with the Royal Saudi Land Forces Aviation Command (RSLFAC) to upgrade its fleet of BLACK HAWK helicopters from the UH-60 A model configuration to the more modern UH-60L aircraft configuration.

Based on the success of the H-60 Helicopter Recapitalization and Upgrade Program on U.S. Army BLACK HAWK aircraft, the H-60 helicopter modernization program includes comprehensive fleet upgrades for Sikorsky’s global customers. The Royal Saudi Land Forces Aviation Command (RSLFAC) A-to-L conversion plan is the second international modernization program under contract with SAS. The first program is currently under way at Chase Field Operations Center in Texas, a Sikorsky Aerospace Services facility.

The A-to-L upgrade program incorporates key improvements consisting of a T700 to T701D engine upgrade for increased power and reliability, and upgraded flight controls, avionics and instrument panel modifications. Additionally, the upgraded H-60 helicopters will be equipped with a new Aircraft Flight Control Computer (AFCC) as well as new wiring harness, high speed shaft and seal lead acid battery.

“This conversion program will modernize the current Saudi fleet and allow for better commonality and integration with its newly acquired fleet of UH-60L aircraft. As we continue to successfully transition the UH-60 BLACK HAWK helicopter through our global modernizations programs, this Saudi project serves as an important launch point in the region,” said David Adler, president of Sikorsky Aerospace Services.

[JimWH]

Do we have any plans for what we're going to do with our Blackhawks when they leave service? I remember several years ago there was a discussion on T5C about reatining some for use with the 171st, and I've often wondered about using them as LUHs whilst we wait for a real LUH. But how bad are the airframes?

[Milne Bay]

Saudi upgrades Black Hawks

Posted on 3 May 2010 in Defence

Tell me again why it's NOT a good idea to do the same with ours?



Probably for the same reason that we couldn't do anything with our 707 air-to-air re-fuellers, but Omega Air could!
???????
MB

[Deks]

Do we have any plans for what we're going to do with our Blackhawks when they leave service? I remember several years ago there was a discussion on T5C about reatining some for use with the 171st, and I've often wondered about using them as LUHs whilst we wait for a real LUH. But how bad are the airframes?

I think this is really the pertinent question. Assuming that the airframes have life left (and it's a big assumption, i would have thought they didn't) it's probably not a bad idea.

[buglerbilly]

Guys, if this work was done and the Upgrades completed then the air frames are effectiely zero-timed..........in the worst cases (most? all?) this may mean a new fuselage................

[tiddles]

While this would probably be a good idea,the problem is where is the money coming from to operate them with the NH90 coming to service soon which will gobble up all the maintenance & operation funds . Where are all the extra aircrew coming from to operate 30+ extra Helos? where is the money to pay them coming from? I know this sounds all a bit negative but Defence has to find big savings over the next 10 years wether we like it or not. Pity, IIRC correctly the Army wanted the Blackhawk originally & not the NH90 so they would be quite happy.
Tiddles

[Gubler, A.]

Tell me again why it's NOT a good idea to do the same with ours?

Because it’s a complete rebuild and as timely and almost as costly as buying new. Since we have already paid for a new fleet of MRH90s it is also completely redundant.


Do we have any plans for what we're going to do with our Blackhawks when they leave service? I remember several years ago there was a discussion on T5C about reatining some for use with the 171st, and I've often wondered about using them as LUHs whilst we wait for a real LUH. But how bad are the airframes?

Because a S-70 is not a LUH. The whole point of an LUH is to carry those loads (2-4 people or equivalent) that make it inefficient to burn all that fuel, manpower, spare parts, platform investment, etc of a full blown ~`10-20 person helicopter (MRH90, S-70, etc). This role is being provided for by anyway by the original LUH the CAC built Kiowas from 1 Avn Regt now being flown by 6 Avn Regt.


Probably for the same reason that we couldn't do anything with our 707 air-to-air re-fuellers, but Omega Air could!

What is this idiot hour at the fifth? The aircrew from the 707s need to train on the A330 that is entering service. They don’t fly themselves. Also since Omega don’t have to fly the same war fighting or disaster relief missions as the RAAF they can fly older and more marginal aircraft.

[Milne Bay]

What is this idiot hour at the fifth? The aircrew from the 707s need to train on the A330 that is entering service. They don’t fly themselves. Also since Omega don’t have to fly the same war fighting or disaster relief missions as the RAAF they can fly older and more marginal aircraft.

Have we so few aircrew that there could not be a transition to the new aircraft while continuing to provide 707 in-flight re-fuelling? How long has the RAAF been without the 707's now? And when will the A330's enter service?

[JimWH]

Because a S-70 is not a LUH. The whole point of an LUH is to carry those loads (2-4 people or equivalent) that make it inefficient to burn all that fuel, manpower, spare parts, platform investment, etc of a full blown ~`10-20 person helicopter (MRH90, S-70, etc). This role is being provided for by anyway by the original LUH the CAC built Kiowas from 1 Avn Regt now being flown by 6 Avn Regt.
I'm entirely aware of that. My question was only regarding using the Blackhawks as an interim for a few years whilst waiting for a real LUH. Using a medium lift type for LUH missions would be wasteful except if the alternative for lifting 4-6 blokes* is an even bigger medium lift type. Certainly if a large amount of refit/repair is going to be needed to allow the Blackhawks to keep on for another could of years then the idea is financially stupid, but if the existing airframes in the state they are now can be used for 3-5 years as a bridging capability then it'd at least be worth investigating if it is financially viable. Which is why I said "I've wondered" rather than "wouldn't it be a good idea if".

*Which the Kiowa cannot do. Those airframes are also even older than the Blackhawks,

[buglerbilly]

Because it’s a complete rebuild and as timely and almost as costly as buying new. Since we have already paid for a new fleet of MRH90s it is also completely redundant.

Only IF we do the work in Australia. To be blunt this is a prime example to pass into the US Forces upgrade system.............costs have been quoted as less than 70% and shorter duration.

[Raven22]

I dare say that the Blackhawks will be kept in service until there are no spare pilots left to fly them. There would be no point not flying them if there are unemployed pilots lying around (like now), and no point still flying them if all aircrew are gainfully employed.

[Gubler, A.]

I dare say that the Blackhawks will be kept in service until there are no spare pilots left to fly them. There would be no point not flying them if there are unemployed pilots lying around (like now), and no point still flying them if all aircrew are gainfully employed.

Absolutely. The delays in ARH have caused huge problems for the AAAvn in flying jobs for its new pilots. Much like the RAN with the Seasprite. The retention of the Kiowa in 6 Avn Regt is supposed to solve all this. Though it wouldn't surprise me if 6 Avn Regt stays an old platforms home for some time with both the Black Hawk and the Kiowa.

[Gubler, A.]

Using a medium lift type for LUH missions would be wasteful except if the alternative for lifting 4-6 blokes* is an even bigger medium lift type.

Everyone I've spoken to says the LUH role tops out at four people. But the third role is SOF support and it wouldn't surprise me if they want to keep the Black Hawk longer so as to stay in synch with US CONOPS.

[buglerbilly]

Ares

A Defense Technology Blog

Finland Builds Its Special Ops, Helo Capabilities

Posted by Robert Wall at 5/7/2010 12:42 AM CDT

The Finnish army aviation battalion and the special forces Utti Jaeger Regiment are today holding an open day to show off the country's emerging capabilit in both arenas.

Finland has co-located its army aviation unit with the special forces branch with the aim of creating a more powerful striking force. Both groups are still in their standup phase, with the goal to be fully operational in 2016. But that doesn't mean they aren't active, already. The army aviation battalion has already gone to special operations maneuvers, and the special operations personnel are preparing for their first operational deployment next year.

The open house shows off the NH-90, which started arriving in Finland in 2008. What the small country and small military has accomplished already is impressive, especially compared to Germany where fielding the NH-90 has been an extremely slow process. It's a can-do attitude the Germans may want to take a closer look at.

Finland has seven NH-90s in hand, and is already using them to save lives day-to-day in search and rescue missions:

[Riđđu]

The main reason the Finnish army is doing 24-hour SAR with HH-90 is PR. I´m not saying that it´s a bad thing but Finnish Border Guard has both proper helicopters and experienced crews for that.

Some details about special forces are also somewhat controversial.

Anyway, when Mi-8 doors had vibration problems they simply removed the doors, when NH-90 floors have problems they take plywood and fix it. And they call that progress.

[Marc 1]

Then again Riddu, there is an old adage that if it looks stupid but it works it ain't stupid.

[buglerbilly]

PHILADELPHIA, May 14, 2010

Attack helicopter evaluation trials likely in summer

K. V. Prasad The Hindu newspaper

With the Indian Air Force embarking on modernisation, the skies over different parts of the country will witness yet another high-profile test with evaluations of attack helicopters due to start this summer.

Seeking to get off the mark, Boeing is fielding the AH-64D Apache helicopter for the trials, Dean Millsap, regional director, Asia Pacific International Business Development, told a group of visiting Indian journalists here.

Mr. Millisap said an IAF team was due to arrive in the United States and thereafter dates for the trials in different weather conditions would be finalised. Boeing is among the international companies that responded to the Request for Proposal (RFP) issued by the IAF last year for supply of 22 attack helicopters.

These will replace the Russian-made attack helicopters being operated by the IAF. Boeing is also offering Chinooks, its tandem rotor, twin engine, heavy lift twin rotor helicopters. The deal is estimated to be around $ 2 billion.

The Boeing representative told the journalists, after a tour of the facility where Chinooks are manufactured, that in the case of Apache, India would get the Block 3 helicopter, the same version that was being acquired by the U.S. Air Force.

Since 1984, over 1,700 Apache attack helicopters have been manufactured and Block 3 came on the assembly line last year equipped with improved target detection, increased situational awareness and survivability. One of the features, he said, was connectivity with unmanned aerial vehicles.

The present-day Apache helicopters can perform multimissions, including with fire-and-forget missiles, auxiliary fuel tanks, air-to-air missiles, crashworthy structure, advanced sensors, advanced targeting sight and integrated electronic maintenance.

Boeing is also augmenting its manufacturing facility to meet its orders by ramping up production from 4.5 Chinooks a month to six by 2011. The company is in the race for 126 Medium Multi Role Combat Aircraft and has completed a set of trials.

[buglerbilly]

American Mi-35 Pilot Flies In Combat

Saturday, 15 May 2010 17:07 682



MC1(AW) Elizabeth Burke, USN
NTM-A

Kabul, Afghanistan, May 15, 2010--U.S. Air Force Major Caleb Nimmo is the first American Mi-35 HIND attack helicopter pilot to fly in combat. He is deployed to Afghanistan advising the Afghan National Army Air Corps’ rotary wing squadron as part of the 438th Air Expeditionary Wing, Combined Air Power Transition Force.

The 377th Rotary Wing Squadron of the Kabul Air Wing is advised by CAPTF’s coalition partners from the Czech Republic, Hungary and the U.S. The squadron flies the Russian made Mi-35 attack helicopter and the Mi-17 transport helicopter.

Maj. Nimmo received his Mi-35 training from a civilian contractor in the United States. The training consisted of 40 hours of basic familiarization: maneuvers, emergency procedures-engine fires, failures and autorotation. He also received instrument training and mission specific escort and weapons training. He followed that up with ten hours of military training with the Czech Republic in close air support, escort, formation with reference to high density altitude and also mentor training.

Maj. Nimmo began flying in 2000. In the last ten years, he has flown Huey helicopters in Minot , N.D., T-6 trainers as an instructor pilot for Undergraduate Pilot Training at Moody AFB, Ga., Huey gunships with the Marine Corps in HML/A-167 light attack squadron and the MV-22 with the Marine Corps in VMMT-204 in Jacksonville, N.C.

The Mi-24 is the Russian HIND attack helicopter. The Mi-35 is the export version and all controls are in English. The pilots sit in line as opposed to the traditional side by side cockpit. The front seat is for shooting the 12.7mm turret and deploying anti-tank guided weapons. When in the shooting mode, the flight controls for the gunner disengage and the pilot in the rear is in control of flying the aircraft and can also employ rockets with other fixed-forward firing munitions.

The Air Force uses the Mi-35 as the aggressor at their Red Flag weapons school at Nellis, AFB, Nev. and the Marine Corps uses it at the Marine Corps Air Weapons and Tactics School in Yuma, Ariz.

Nimmo has great respect for the coalition team and the pilots which he advises.

Nimmo said “It has been absolutely an honor and a surreal experience to work with the Afghans, the Czech Republic teams and now the Hungarians…The Afghans are very skilled pilots and they teach me things all the time. They teach me a lot about the tactics that helped when they were working with and against the Russians and the Mujahedin and the Taliban.”

He believes that personal relationships are crucial to a successful mentoring relationship.

Nimmo said “I spend a lot of time after hours to get to know them on a personal level. I have found that it is absolutely critical to find other areas that we have common ground such as families, hobbies, and things that we like to do. Those commonalities translate directly into a more effective relationship inside of the office as well as in the cockpit. One thing that you have to understand is when I go up and fly, there can be as much as four languages being spoken: Dari, Russian, Hungarian or Czech and English. If you don’t have an outstanding relationship then you exponentially increase your risk in the air and when you are talking about employing ordinance, it is absolutely critical that I know what you are thinking, even if I don’t immediately know what you are saying.”

Two of the areas that the coalition mentors are working on with the Afghans are instrument training and operational processes.

According to Nimmo “They are very war tested flying warriors, that is for sure, but there are some other things that they are working on that we look to help them refine and instruments are one of those things…The U.S. Air Force has been around since the forties and so we have had all of this time to really refine our processes and guess what, we weren’t fighting a battle in our own territory while we were refining those processes.”

He sees three things as crucial to the future of the Air Corps. First, establish the doctrine: the training, manning, logistics and financing with the Afghans painting a long term picture for the Mi-35. Defining the tasks they want to do and the missions they want to fly. Second, improve communication skills of the Afghans and integrate them with the coalition forces operationally. Third, the missions that will bring legitimacy of the Afghan government to its people are effective Close Air Support, Mi-17 escort, armed reconnaissance and patrols, and show of force, because the Afghan population and her enemies remember what these Mi-35s are capable of doing.

“We are trying to coordinate with the Afghans, and an Afghan led and an Afghan run system to plan the way ahead for the Mi-35... We are not going to tell them there is only one way to do it, because this is Afghanistan and they need to establish their way of doing it which will be sustainable far into the future.”

Finally, the crucial piece for Afghanistan’s future is the transfer of knowledge from the older generation to the younger generation. The average Afghan pilot is 45 years old. In America, they could reasonably be retired if they wanted. However; they are continuing to make huge sacrifices for their families and for Afghanistan.

“These guys are real patriots and they are doing real work…It is going to be absolutely critical that they then pass along their knowledge and that nationalism to the new folks coming in because they will be the ones who establish and maintain peace for the next 100 to 1000 years.”

100515-N-9760B-001-Kabul, Afghanistan--Major Caleb Nimmo of the 438 Air Expeditionary Wing, Combined Air Power Transition Force, poses next to a Russian made Mi-35 attack helicopter at the Afghan National Army Air Corps base.(U.S. Navy photo by Mass Communications Specialist 1st Class (AW) Elizabeth Burke/RELEASED).

[Deks]

great article!

[buglerbilly]

Meant to post this on Friday..............

Ares

A Defense Technology Blog

Apache Block III Takes First Flight

Posted by Bettina Chavanne at 5/14/2010 1:27 PM CDT

The AH-64D Apache Block III helicopter flew for the first time at Boeing's facility in Mesa, Ariz. This test aircraft, identified as the PVD027, is loaded with avionics and performance/structures technologies that comprise Block III. Boeing has been flying multiple test aircraft, each one equipped with different sensors and technologies to test all the different Block III elements. The most recent flight is the first time all the elements were tested together on one aircraft.

[buglerbilly]

Defence grounds 11 new helicopters

May 18, 2010 - 5:29PM

AAP

Defence has grounded its 11 new transport helicopters while experts determine the reason for an engine failure on one helicopter last month.

Defence said one of the MRH-90 helicopters experienced failure of one of its two main engines while flying north of Adelaide on April 20.

It returned to RAAF base Edinburgh without further incident or injuries to personnel.

"Specialist personnel from the European engine manufacturers Turbomeca and Rolls Royce have been brought to Australia to assist with the ongoing investigation into a technical incident with an Australian Defence Force (ADF) Multi Role Helicopter (MRH-90) last month," defence said in a statement.

"The Defence Science and Technology Organisation (DSTO) is also assisting with the forensic analysis of engine components with flying operations suspended while the cause of the engine failure remains under investigation."

Defence is buying 46 of the European-designed Australian-assembled MRH-90 helicopters for the army and navy with 11 so far accepted. They are being used for training and trials.

Defence says the full impact of the engine failure on the project schedule is yet to be determined.

© 2010 AAP

[buglerbilly]

Contracts and Key Events

May 11/10: Jordan’s government signs a letter of intent to acquire the AH-6i light attack/reconnaissance helicopter, which builds on its experience with earlier “Little Bird” variants. Major General Habashneh, who signed on Jordan’s behalf, emphasized that negotiations were only just beginning.

The AH-6is appear to be slotted into a border security role, with a secondary role as lead-ins and supplements to whatever design is selected to replace Jordan’s AH-1 Cobra attack/scout helicopters.

[buglerbilly]

DATE:25/05/10

SOURCE:Flightglobal.com

PICTURES: British Army's Lynx AH9A enters use in Afghanistan

By Craig Hoyle

The British Army has successfully introduced its first upgraded AgustaWestland Lynx AH9A utility helicopters into frontline use in Afghanistan.

Two of the modified aircraft were delivered to Camp Bastion aboard a Royal Air Force Boeing C-17 strategic transport from Brize Norton in the UK, and entered operational use earlier this month after several familiarisation flights, says the UK Ministry of Defence.





Both images © Steve Lympany/Crown Copyright

Equipped with new Honeywell/Rolls-Royce LHTEC CTS800-4N engines, the AH9As will be capable of flying year-round in Afghanistan, unlike the army’s baseline Lynx AH7/9s. The modified aircraft also have M3M 12.7mm (0.50cal) machine guns, and improved communications, surveillance and self-protection equipment.

RAF Wg Cdr ‘Spats’ Paterson, commanding officer of the UK’s Joint Helicopter Force (Afghanistan), welcomes the arrival of the upgraded aircraft. “They are a valuable addition to the UK helicopter force, and the modifications they carry make them an extremely effective platform,” he says.


© Crown Copyright

Roles to be performed with the Lynx AH9A include convoy overwatch, reconnaissance, surveillance, support helicopter escort and troop transport, the MoD says.

AgustaWestland is working to modify all 22 of the army’s Lynx AH9s to the enhanced standard under urgent operational requirement contracts with the MoD.

[buglerbilly]

Exclusive - Germany suspends EADS helicopter purchase

Sabine Siebold

BERLIN

Tue May 25, 2010 11:45am BST

BERLIN (Reuters) - Germany is suspending its 3 billion euro (2.6 billion pounds) purchase of EADS's (EAD.PA) Tiger attack helicopter due to technical problems, potentially delaying delivery to its forces in Afghanistan until end-2011.

An internal ministry report obtained by Reuters on Tuesday said the step was being taken because of serious problems with the wiring of the helicopter built by EADS unit Eurocopter.

"Until the faults have been effectively and systematically rectified, the defence ministry plans to suspend the purchase of the ... helicopters," the report said.

The problems, which also cropped up with Tigers which had only had a few hours flying time, meant delivery of the first deployable helicopters would be delayed by at least seven months until November 2011, according to the report.

Germany's order for the 80 Tiger helicopters was worth around 3 billion euros, according to previous estimates.

None of the 11 Tiger helicopters delivered so far has been suitable for operational use or training, the report added.

The Franco-German attack helicopter first flew in 2003 but its entry into service has been delayed by technical problems.

France and Germany ordered 80 Tigers each but they are being built in different versions to suit their operational needs.

France first deployed its version of the Tiger to Afghanistan last year. Germany is still waiting for the first fully combat-capable version of the type it has ordered.

Eurocopter said it was working on the wiring problems and would meantime continue to deliver helicopters for testing.

The freeze on deliveries ordered in the leaked report refers to the final version to be delivered to support combat troops.

INTENSIVE TESTS

"Corrective measures related to wiring problems have been developed, agreed by the customer and are being implemented," a Eurocopter spokeswoman said in an e-mailed statement.

"The first two helicopters will be handed over to the German official services in June and July for intensive tests. In alignment with the customer, additional helicopter deliveries to the German Army are foreseen from the fourth quarter of 2010."

The helicopter is needed to provide air support for German forces deployed in northern Afghanistan, where they face mounting losses due to an increase in the number of direct engagements with Taliban fighters, military sources say.

Germany's area of operations includes difficult terrain with low visibility, where combat helicopters can deliver a clearer picture of the situation to the troops.

Currently German forces rely solely on American air support.

The fresh delay, coming two weeks ahead of the Berlin air show, is the latest in a series of setbacks for EADS.

It comes on top of delays to the A400M military transporter and the NH-90 multi-role helicopter, both of which have strained industrial relations between EADS and German defence chiefs.

Wiring was also blamed for delays to the A380 superjumbo built by Eurocopter sister company Airbus (EAD.PA), but company officials insist there is little comparison between the two projects. EADS has made more reliable delivery a top priority.

Besides France and Germany, the battlefield Tiger helicopter has been ordered by Spain and Australia.

(Additional reporting by Tim Hepher; Writing by Dave Graham; Editing by Louise Heavens and David Holmes)

[buglerbilly]

Ares

A Defense Technology Blog

Germany Freezes Tiger Order

Posted by Christina Mackenzie at 5/26/2010 1:56 AM CDT

The German Ministry of Defense has suspended its €3 bn contract to buy 80 UHT Tiger helicopters following “serious defects particularly with its wiring”, according to an internal defense ministry report obtained by Reuters. “Until the faults have been effectively and systematically rectified, the defense ministry plans to suspend the purchase of the ... helicopters,” the report said. The delivery freeze is on the final version to be delivered to support combat troops.


UHT Tiger photo credit: Rémy Michelin, Eurocopter

The report added that the problems had also arisen in Tigers with only a few hours flying time, meaning delivery of the first deployable helicopters would be delayed seven months at least until November 2011.

Of the 80 ordered, only 11 have been delivered so far but these have extensive wiring problems and are kitted out to an earlier specification than that ordered by the German government. Cecile Vion-Lanctuit, Eurocopter's VP for Corporate Communications, said “corrective measures related to wiring problems have been developed, agreed on by the customer and are being implemented.” Two helicopters that have undergone this correction will be handed over to the German army in June and July for “intensive testing” she said. “In alignment with the customer, additional helicopter deliveries to the German Army are foreseen from the fourth quarter of 2010,” she added in an e-mailed statement.

The French Tigers are a different model - HAP - and have already been successfully deployed in Afghanistan ... although they too have this wiring problem. Christina Gotzhein, a spokeswoman for Eurocopter, told me that this wiring problem had been identified back in March 2009 and a service bulletin issued to the customers. The problem, she said, is that in certain circumstances wires touch each other but there are protective measures which can be taken. "The operational capability is not limited by these protective measures," she added, and no hint of difficulties has been mentioned by either the French army or the DGA French procurement agency.

Nevertheless, the correction to the problem will be retrofitted onto all versions of the Tiger.

Interestingly, back in January when Eurocopter CEO Lutz Bertling was speaking to the media, he remarked that "the Tiger is not a priority for Germany." One has to wonder whether the timing of this announcement by Germany, which, as I said, has known about this problem for over a year, could have anything to do with budgetary constraints: the dreamed-of-excuse to delay paying bills?

[McDethWivFries]

Are the German ones different to the Army ones? If not, are we having similar issues with ours?

[buglerbilly]

ALL Tigers have the potential to have this probem from certain early batches IF the solution and/or rectification has not been incorporated

[buglerbilly]

France Demands Fix To Chafed Wires in Tiger Helo

By PIERRE TRAN

Published: 28 May 2010 11:55

Paris - France has asked EADS Eurocopter to propose a full remedy to a problem with electric cable harnesses on the Tiger attack helicopter operated by the French Army, Defense Ministry spokesman Laurent Teisseire told journalists May 27.

News of the French problems emerged after Reuters reported May 25 that the German Defense Ministry was suspending deliveries of its 3 billion euro ($3.68 billion) purchase of 80 Tigers because of wiring problems.

EADS Eurocopter said wire damage was found in March 2009 in two areas of the HAP/UHT versions of the Tiger in service with France and German forces. Eurocopter said the cable installation needs to be fixed firmly to the aircraft walls to avoid movement and friction on the cables.

The French have fixed the damage when they've found it, but the French authorities have asked the manufacturer to propose a systematic solution by month's end, Teisseire said.

The problems have not affected the operational efficiency of the Tiger, three of which have been flying in Afghanistan with the French Army since last summer, he said. The French Army Tigers flying in the Afghan theater employ the protective measures, the company said.

Eurocopter is ready to propose a solution by the end of the month, a company spokeswoman said. No financial details were available and the cost would be met by the contractor, she said.

"Corrective measures" related to the wiring problems have been developed, agreed with the customer and are being implemented, Eurocopter said.

France has received 23 of the HAP (hélicoptère d'appui protection) version, eight of which are in the final standard 1 configuration.

Germany has taken delivery of 11 of the UHT variant, notable for its mast-mounted sight above the main rotor. Germany has not yet deployed its Tigers to Afghanistan, despite increasing intensity of combat on the ground.

"Tiger helicopters have flown more than 20,000 flight hours, without any flight incident from harnesses chafing," Eurocopter said.

Separately, the Australian authorities have suspended, as a precautionary measure, flights of the MRH90, following failure on April 20 in one of the two Rolls-Royce Turbomeca (RRTM) engines on an aircraft flying in South Australia. The aircraft flew back to base on the one engine.

The MRH90 is the Australian version of the Eurocopter NH90.

The NH90, currently being delivered to the French Navy as the NFH variant, uses the same RRTM engine, the company spokeswoman said.

The global NH90 fleet has not been suspended from flying, the company said. All NH90 operators have been advised by RRTM to perform additional checks on the engine.

[buglerbilly]

DATE:28/05/10

SOURCE:Flight International

ILA: Finland details experience with new NH90s

By Craig Hoyle

The NH90 programme is one of the most successful examples of European co-operation in the rotorcraft sector, with the four-nation NH Industries consortium having so far secured production orders for more than 500 examples.

Fourteen nations have now ordered the NH90 in its tactical transport helicopter (TTH) and NATO frigate helicopter (NFH) variants, and around half of these countries now have examples in service.

Flightglobal in early May visited one of the two European customers with operational NH90s beyond launch nations France, Germany, Italy and the Netherlands.


The Finnish army has been flying the NH90 since May 2008, from its Utti air base. Picture: Tommi Toikander/Utti Jaeger Regiment

Now equipped with seven aircraft from its eventual fleet of 20 TTH-configured NH90s, the Finnish army's Utti Helicopter Battalion has been flying the type since May 2008 from Utti air base near Kouvola. Five of the aircraft were delivered to the customer between March and December that year.

Finland's new aircraft are now being used to support the training needs of its special operations forces, and in particular those of the Utti Jaeger Regiment. They are replacing its Mil Mi-8 transports, the last two of which will be retired within the next few months after an operational history that spans more than 36,000 flight hours with the type since 1973.


Picture: Craig Hoyle/Flightglobal

The army expects to receive a further five NH90s this year, five more in 2011 and a final three during 2012. All of these will be assembled at the Halli facilities of national aerospace company Patria.

Helsinki's armed forces received their first helicopters in 1961, and have operated the assets from Utti since the following year, logging more than 100,000 flight hours. But a major change happened in 1997, when the air force's rotorcraft were transferred to army control, and the Utti Jaeger Regiment was established.

This draws together helicopter assets, the army's special forces personnel and related command and control infrastructure, and will prepare ground units able to conduct wartime duties by 2016. They will also be trained to support nation defence and international crisis management tasks, says commanding officer Col Kim Mattsson.

Previously a poor relation to the air force's fast jet assets, and starved of investment in favour of Boeing F-18C/D fighters, the helicopter force now found itself receiving fresh attention. In 2001, a contract was signed to introduce the new-generation NH90

"There has been a huge change from 10 years ago," says helicopter battalion commanding officer Lt Col Anssi Vuolle. "There were probably around 40 guys and a few helicopters back then. We now have 150-plus personnel, and within two years we will have 27 aircraft."

These will also include seven MD Helicopters MD500D/Es, which are used to conduct pilot training activities with the battalion's 3rd Company, also from Utti. Finland has amassed more than 35,000 flight hours with the model since 1975, with its current aircraft having been delivered between 1983 and 2001. Modified by Saab, the four newest examples can be used to perform training with night vision goggles.


Picture: Craig Hoyle/Flightglobal

A new chapter in the service's NH90 operations began in January, when the 10t-class type was declared ready to support the provision of 24h search and rescue services. Aircraft are available to take off within 30min during office hours and in less than 2h at other times. Five rescues had been performed with the aircraft by early May by the battalion's 1 Company, and two lives saved.

"SAR is part of our national defence, and it also gives us public support for a very expensive procurement," Vuolle comments.

Finland's Rolls-Royce Turbomeca RTM322-powered aircraft were handed over first in the initial operational capability configuration, and from August 2009 in the IOC+ standard.

Featuring updated software, engine intake air particle separators and improved diagnostics equipment, the unit's current two IOC+ aircraft are "99% good for anything", Vuolle says. "Not everything is ready, but we are working on it," he adds.

NH90s are now flown with no operating restrictions, and can be operated at up to 175kt (320km/h) - some 40kt faster than the Mi-8 or MD500. However, they are typically operated at lower speeds to reduce fuel consumption. The aircraft's anti-icing equipment has also been shown to work well under Finnish operating conditions.

Finland expects to start receiving full operational capability aircraft from next year, with its entire fleet to have been brought to the standard by late 2013. This update will include adding an EADS Hellas obstacle warning system and Tetra radios to support nation defence duties.

Under current plans, the NH90 fleet will reach full operational readiness in 2013-14. "We're right on schedule," says Vuolle. However, he hopes that the schedule could be accelerated, perhaps to 2012, to provide support for NATO-led forces in Afghanistan.

"There is a shortage of SAR helicopters in [the country's] Regional Command (North)," he notes, with cover now provided by German army Sikorsky CH-53s.

Modifications required before Finland's aircraft could undertake such a commitment would include the addition of door guns - already to occur with the full operational capability enhancement - and ballistic protection. A programme is already in place, Vuolle says.

The helicopter battalion's NH90s have now flown more than 1,400h in 1,300 sorties, with 600h of this total having been added since last August. Highlights have included participating in special forces exercises in Denmark in 2009 and Norway earlier this year alongside Swedish and US personnel. "They were benchmarking exercises for us, and we had good results," Vuolle says.


Picture: Utti Jaeger Regiment

Pilot training activities are supported by the use of simulators in Germany and two part-task trainers at Utti. "On the helicopter training side, our closest partners at the moment are Germany and the Nordic countries," says Mattsson. Sweden also operates the NH90, while Norway has the type on order.

The unit has around 23 trained pilots and 38 mechanics, but at full strength expects to sustain 30 aircrews.

The battalion's new building at Utti has five hangars to store its new transports, with its MD500s to soon be moved to a refurbished hangar to make room for fresh arrivals. Three NH90s are typically on the flight line at any one time, with others sometimes used to support maintenance training.

"The main problem at the moment is that there are 529 NH90s ordered, and five production lines," says Vuolle. "So it's hard to go in to the production line and get spare parts." The army has encountered shortages in some areas, he says, but notes: "It's getting better all the time, and the delays are getting shorter."

NHI says it had delivered 46 NH90s by earlier this year, with the global fleet having amassed 8,500 flight hours. It has within the last few weeks delivered its first NFH aircraft in a so-called "meaningful operational capability" to the Netherlands (below), and will hand over similar assets to France, Italy and Norway before the end of the year.


Picture: AgustaWestland

Oman is also expected later this year to receive its first of 20 TTH examples, in what will be the first delivery of the type to a Middle Eastern operator.

Eurocopter holds a 62.5% stake in NHI, along with AgustaWestland (32%) and Stork Fokker Aerospace (5.5%).

[buglerbilly]

Heli-Pacific 2010: ADF addresses MRH90 problems

May 28, 2010

The Australian Defence Force (ADF) continues to face significant issues getting the MRH90 multirole helicopter into service but defence chiefs remain confident of the capabilities of the aircraft.

At the Shephard Heli-Pacific conference on Australia’s Gold Coast on 27 May, the problems the ADF has experienced with the aircraft were laid bare, with capability managers outlining the steps they are now taking to resolve the issues.

The MRH90 programme has come under fresh scrutiny after revelations the fleet has been grounded indefinitely following a ‘catastrophic’ engine failure to one aircraft on 20 April.

Commander Tim Leonard, co-ordinator of the MRH90 Introduction into Service Task Group, said a range of issues continued to dog the programme.

‘Some of the immediate challenges we face are an insufficient rate of effort to support introduction into service activities. This has been due to a number or reasons,' Leonard said.

‘There has been poor system reliability or design on items that include cabin floors, windscreens, main gear box, machine gun mounts and recently, of course, the engines. The inconsistent supply chain has meant that aircraft often spend longer on the ground than we would like while we wait for spare parts. This inconsistency rate of effort has hampered our ability to train the instructors required to grow the best of the capability.’

In addition, without an airworthiness certificate with a significantly broad range of operations in its scope, the ADF was limited in its development of operational capability.

Leonard said a broad range of solutions was now being implemented while industry was running a product improvement programme seeking to rectify the reliability and design issues that have been discovered by the early customers of the NH90, including Australia.

He said the ADF’s spare parts holdings, which were initially too optimistic, had been adjusted to ‘better reflect reality’.

‘Some bits that we thought would last forever clearly haven’t, and some bits we thought would need replacing often have soldiered on. This harmonising of the spares holdings will be an on-going activity as industry itself sometimes has difficulty resourcing bits from its sub-contractors,’ Leonard said.

In addition, the ADF is looking at training more pilots overseas in an attempt to ‘claw back’ some of the programme’s schedule.

However, the programme will be further delayed while the cause the engine failure of an MRH90 on 20 April, about 30 minutes north-east of Adelaide, was determined.

Although the helicopter lost one of its two Rolls-Royce Turbomeca RTM322-01/9 engines, it was able to return to Royal Australian Air Force base Edinburgh without further incident.

Leonard said while the aircraft performed ‘very well’ under the circumstances, the incident would clearly affect schedule and how the programme was implemented.

Meanwhile, Major General Tony Fraser, head of the Helicopter Systems Division of the Defence Materiel Organisation, urged that the problems experienced by the programme were kept in perspective.

‘There is a bit of apprehension about these projects. But we have demonstrated that by working as a team – France has been exceptional in supporting us, through our sister agency the DGA, as has everyone else involved – we have the ability to get through the issues,’ Fraser said.

‘They are good problems to have. It is much better to have these problems than not having them and still sitting where we were and not having the capability.’

By Tony Skinner, Gold Coast

[buglerbilly]

Eurocopter Unveils NH90 MedEvac Variant at ILA Berlin Air Show

(Source: Eurocopter; issued June 3, 2010)

BERLIN --- Eurocopter will be presenting an NH90 in the Forward Air MedEvac (Medical Evacuation) configuration for the first time at ILA 2010 in Berlin. Designed to meet the future needs of the German Armed Forces, this configuration of the world’s most advanced multirole military helicopter is the company’s response to an initiative by the German Federal Ministry of Defence to increase availability of protected NH90 transport capability for wounded personnel. The requirement amounts to twelve helicopters.

The main goal of this retrofit measure is to enable NH90 operators to carry out missions over any terrain, day or night, under all weather and visual flight conditions, irrespective of the threat scenario. Eurocopter ensures that the proposed solution fully meets the military's operational requirements and that the project can be completed within 20 months.

To reduce the approval procedure to a minimum, part of the development work originally planned for the Final Operational Configuration (FOC) NH90 has been moved forward, including the MG-3 parts kit and anti-ballistic protection.

Already-existing NH90 systems such as electronic countermeasures, helmet-mounted display for low-altitude night flight, and secure voice communications will be adapted to the new mission requirements. The helicopter will be equipped with two intensive care bays for treating wounded personnel, and seats for the medical team. The Medical Service of the German Army was consulted and its experience taken into account in the design and layout of the working areas.

The systems selected for this configuration ensure rapid helicopter availability, optimized compatibility with the current NH90 program, and full operational capability for the transport of wounded personnel.

Kit solution also possible for Combat SAR missions

Eurocopter offers a similar mission package as a retrofit for the TTH (Tactical Transport Helicopter) variant of the NH90 for Combat Search-And-Rescue (CSAR) and personnel recovery missions, i.e. saving the wounded from combat zones.

Options for the CSAR variant include up to three machine guns (one on each side door and one on the tail ramp), anti-ballistic protection, a rappel system, a double rescue hoist, an emergency flotation system, sand filters, an obstacle warning system and ECM self-protection.

The NH90 has a standard range of approximately 200 nautical miles, which is sufficient to reach 94 percent of all mission targets. The range can be increased to up to 300 nautical miles by adding internal and/or external auxiliary tanks. The in-flight refueling capability of the helicopter means it can also be deployed far beyond these distances.

The retrofit capabilities of the NH90 for CSAR missions offer significant advantages to operators such as the German Armed Forces. The CSAR variant is interoperable with the other TTH variants in service in Germany and other European countries, and can benefit from the logistics solutions already employed by the Army and Air Force. The NH90’s stealth features, combined with its all-weather capability and heavy-duty transmission with 30-minute dry-run capability, assure its survivability under the most extreme conditions.

Overview of the NH90 program

The NH90 is the largest military helicopter program ever undertaken in Europe. The four launch customers and initial members of the program - Germany, France, Italy and the Netherlands - were rapidly joined by other countries: Portugal, Finland, Norway, Sweden, Greece, the Sultanate of Oman, Australia, New Zealand, Spain and Belgium have also placed firm orders for the NH90.

A total of 529 NH90s have been ordered by 14 customer nations. The German Armed Forces have ordered a total of 122 NH90s in the TTH variant, 80 for the airborne units of the Army and 42 for the Air Force. Twelve Army helicopters and two Air Force helicopters have already been delivered. To date, 47 NH90 have been delivered to 7 customer Nations worldwide, cumulating around 6.500 flight hours since delivery.

The NH90 is a twin-engine, medium-lift helicopter equipped with state-of-the-art technology. It was designed from the outset as a multirole weapons system. The two versions - Tactical Transport Helicopter (TTH) and NATO Frigate Helicopter (NFH) - are based on a common modular platform. Equipment packages for specific missions offer maximum deployment flexibility. Great attention has been paid to such features as safety, reliability, ease of maintenance, testability and compatibility with support systems.

The rhombus-shaped airframe of the NH90 is made entirely of corrosion-resistant composite materials, and combines optimized streamlining with a low signature. The optimized human-machine interface significantly reduces the pilot’s and crew’s workload. The NH90 is the world’s first production helicopter to be equipped with ultramodern fly-by-wire flight controls, which enhance even further the helicopter’s outstanding handling qualities. The all-weather NH90 can be flown by day or night.

The NH90 has established itself as the standard NATO helicopter of the 21st century. It represents a major step in the efforts to achieve full interoperability between Europe's armed forces and their allies during the deployment of NATO and UN troops. It will also help increase standardization and streamline costs, training, and logistics.

The NH90 program is managed by the NATO Helicopter Management Agency (NAHEMA), representing the governments of Germany, France, Italy, the Netherlands, Portugal and Belgium, and by the NHIndustries industrial consortium comprising Eurocopter (62.5%), AgustaWestland (32%) and Fokker (5.5%).

Established in 1992, the Franco-German-Spanish Eurocopter Group is a Division of EADS, a world leader in aerospace, defence and related services. The Eurocopter Group employs approx. 15,600 people. In 2009, Eurocopter confirmed its position as the world’s No. 1 helicopter manufacturer in the civil and parapublic market, with a turnover of 4.6 billion Euros, orders for 344 new helicopters, and a 52 percent market share in the civil and parapublic sectors.

-ends-

[Milne Bay]

Eurocopter Unveils NH90 MedEvac Variant at ILA Berlin Air Show

(Source: Eurocopter; issued June 3, 2010)


The rhombus-shaped airframe of the NH90 is made entirely of corrosion-resistant composite materials, and combines optimized streamlining with a low signature. The optimized human-machine interface significantly reduces the pilot’s and crew’s workload. The NH90 is the world’s first production helicopter to be equipped with ultramodern fly-by-wire flight controls, which enhance even further the helicopter’s outstanding handling qualities. The all-weather NH90 can be flown by day or night.



-ends-

Rhombus?

[JimWH]

The section through the cabin is rhomboid IIRC.

[Milne Bay]

Thanks Jim, I went to Wiki and presto:
The term rhomboid is now more often used for a parallelepiped, a solid figure with six faces in which each face is a parallelogram and pairs of opposite faces lie in parallel planes. Some crystals are formed in three-dimensional rhomboids. This solid is also sometimes called a rhombic prism. The term occurs frequently in science terminology referring to both its two- and three-dimensional meaning

I see it now.
Cheers
MB

[buglerbilly]

DATE:04/06/10

SOURCE:Flight International

US Army opens bidding for King Air 350ER contract

By Stephen Trimble

The US Army has opened bidding for a contract to deliver up to an initial eight Beechcraft King Air 350ERs modified into intelligence aircraft.

The competition for the enhanced medium-altitude reconnaissance and surveillance system (EMARSS) creates a new opportunity for a prime contractor to deliver the increasingly popular King Air airframe to the US military.

The US Air Force is already buying 37 King Airs, including seven 350 variants, as part of its Project "Liberty Ship" acquisition. The redesignated MC-12s are being deployed to support the intelligence, surveillance and reconnaissance surge in Afghanistan.


© Airman 1st Class David Gurley/US Air Force

Meanwhile, the US Navy has unveiled a requirement for a Global Discovery maritime patrol aircraft, with performance specifications similar to MC-12 and EMARSS.

The army plans to buy an initial batch of four developmental EMARSS aircraft, with three to be deployed to Afghanistan and one reserved as a testbed. Its contract will include an option for four more aircraft during low-rate initial production.

The new competition has drawn interest from L-3 Communications, which is supplying the modified King Airs for Project Liberty. Lockheed Martin and Sierra Nevada, meanwhile, have formed a team to compete for requirements involving modifying King Air turboprops for the surveillance mission.

Northrop Grumman also says it is reviewing the army's request for proposals, and has created an EMARSS page on its website.

Bidders will have to move fast to participate. The deadline to submit bids is 21 June, and contract award is scheduled for 24 September.

Modifications to the King Air 350ER include installing a communications intelligence sensor and an electro-optical/infrared camera. The army plans to operate the aircraft with a crew of four, including two pilots and two mission system operators in the passenger cabin.

The EMARSS requirement has emerged in the aftermath of the service's failed attempt to revive its Aerial Common Sensor programme, which was cancelled in January 2006.

The army was close to launching a renewed attempt to replace its RC-7 (DHC-7) and RC-12 Guardrail King Air fleets with a single, jet-powered intelligence aircraft, but again abandoned the project last year.

[buglerbilly]

Eurocopter Unveils NH90 MedEvac Variant at ILA Berlin Air Show

(Source: Eurocopter; issued June 3, 2010)

-ends-

Interior shot.............from Eurocopter

[JimWH]

Christ it's huge.

[buglerbilly]

DATE:08/06/10

SOURCE:Flight Daily News

ILA: Eurocopter defends performance of Tiger attack helicopter

By Craig Hoyle

Eurocopter has rebuffed German media reports questioning the operational suitability of its Tiger attack helicopter, and says the type has passed the 20,000 flight hour mark without incident.

"Wire damage was found in March 2009 in two specific areas of the in-service [Tiger] HAP/UHT helicopters," the company confirms, referring to early production examples delivered to the French and German armies.

"Eurocopter immediately analysed the root causes of the wires chafing, and proposed to users protective measures to prevent any problem." The type's operational capabilities have not been limited by the action and the Tiger remains airworthy, the company adds.


© Billypix

A permanent fix has now been agreed with its customers, and Germany will this month receive its first of two modified aircraft to support flight tests. "Additional deliveries to the German army are foreseen from the fourth quarter of 2010," Eurocopter says.

Launch partners France and Germany have each ordered 80 Tigers, with Eurocopter having so far delivered 23 and 11 of these, respectively. The French army has operated three Tigers in Afghanistan since mid-2009, with the aircraft providing armed support for types including its EC725 combat search and rescue helicopters.

The Australian Army has also received 16 Tiger armed reconnaissance helicopters from Eurocopter's Australian Aerospace subsidiary, while Spain is using five HAP-configured aircraft to help it prepare for operations with 24 multi-role examples.

[buglerbilly]

UPDATE 1-Eurocopter CEO defends Tiger programme

Wed Jun 9, 2010 10:18am

BERLIN, June 9 (Reuters) - The head of EADS' (EAD.PA) helicopter unit defended its embattled Tiger programme on Wednesday and said German bureaucracy shared the blame for delays and operational issues with the attack helicopter.

Germany suspended its 3 billion euro ($4 billion) purchase of the Tiger last month amid concerns over wiring damage from vibrations that the Germans said left its fleet unusable. [ID:nLDE64O0U1]

In a news conference at the Berlin Air Show, Eurocopter Chief Executive Lutz Bertling acknowledged there was a vibration issue with the Tiger affecting its 16 kilometres of wiring.

"We have an issue in getting the German Tiger fleet operational," Bertling said, adding it was not acceptable.

In addition to these technical issues, the Tiger programme has also been saddled with delays. Amid growing concerns in the industry about German defence cuts, Bertling laid some of the blame for Tiger's woes at the feet of the German government.

"It is important to say that the responsibility for delays in the programme are joint responsibilities," Bertling said. "Since 2006 we have experienced delays to the programme due to lacking flexibility on the side of officials."

He particularly blamed staffing shortages in the relevant agencies and certification delays for getting the German programme off track relative to France and elsewhere, noting that the French Tiger fleet is already operating with high reliability in Afghanistan.

But notwithstanding the complaints about German process, Bertling also said Eurocopter was bidding for a contract for a new German marine helicopter. (Reporting by Maria Sheahan and Ben Berkowitz)

[buglerbilly]

EADS unveils new armed EC645

by Bettina Chavanne

EADS unveiles its new EC645, an armed version of the EC145, which it will market globally.

Photo credit: Bettina H. Chavanne

[buglerbilly]

Helicopters a ‘Quantum Leap' for New Zealand

(Source: New Zealand Government; issued June 13, 2010)

NH-90 helicopters will be a quantum leap forward for the Royal New Zealand Air Force when they start entering service next year, says Defence Minister Wayne Mapp.

Dr Mapp has just visited the NH-90 assembly plant in Marignane in the south of France on his way to the NATO/ISAF Defence Ministers meeting in Brussels. During the visit he flew in a representative production NH-90, and inspected New Zealand machines on the production line.

"The capabilities of this machine will be immense in comparison with our current Iroquois. Its speed, power and overall performance are in a different league. Particularly impressive is the sophistication of the flight systems," the Minister said.

"The troops down the back will notice a big difference as well. This is the smoothest riding helicopter I have ever flown in. The ramp and big doors will make loading and unloading passengers and freight quick and easy."

Dr Mapp discussed the development programme at length with NHI officials.

"I am very confident that we will be able to access the full performance spectrum when we take delivery. Over 500 NH-90 helicopters have been ordered by 15 different countries. Forty-seven have now been delivered, and user feedback is being incorporated into machines on the production line. We will be getting a proven machine at the leading edge of military helicopter technology.

"Having now seen for myself, I am confident that NHI is settling the minor issues that have arisen as the helicopter comes into service elsewhere. There have also been some engine issues, but this engine is in widespread use on a number of helicopters and the manufacturer expects to resolve the present problems shortly," he said.

-ends-

[buglerbilly]

The Royal Air Force of Oman Takes Delivery of Its First NH90s

(Source: NH Industries; issued June 30, 2010)


NH Industries has delivered on time the first two of 20 NH90 helicopters to the Royal Air Force of Oman; two more will follow in July. (NHIndustries photo)

NHIndustries is pleased to announce the delivery on time of the first batch of two NH90 multipurpose helicopters ordered by the Royal Air Force of Oman (RAFO).

The Certificate of Transfer of both helicopters occurred on June 23 on the Royal Air Force of Oman base of Musana after a very demanding two month evaluation period in severe operational conditions.

This initial delivery which marks the first delivery of an NH90 in the middle east will be followed ahead of schedule, in July, by the acceptance process of the second batch of NH90.

These helicopters are supported by an integrated NHI/ RAFO maintenance team who will operate for the 1st time in the NH90 world a specific maintenance tool: GLIMS (Ground Logistic Information Management System).

The RAFO have up to now ordered 20 NH90 TTH in order to replace its fleet of ageing AB205A/206/212/214.

The NH90 TTH chosen by Oman is to date one of the most advanced and versatile version of the NH90. This NH90 fleet will cover a wide spectrum of missions from the VIP transport, to troop transport and Search and Rescue missions round the clock in the most demanding conditions.

This new generation helicopter combines a full composite airframe, an outstanding fly by wire control system, with two powerful engines and an integrated mission system in order to offer its customers the best level of performance of its class.

In addition, NHIndustries and its partner companies ensure the training of the crews and the support of the Omani fleet in order to guarantee the highest level of availability.

The introduction of such an advanced transport helicopter in the middle east attracts the attention of several countries in the region.

The NH90 is the most successful European helicopter programme ever. A total of 529 firm orders have been placed by 19 armed forces in 14 countries including France, Germany, Italy, Portugal, The Netherlands, Sweden, Finland, Norway, Greece, Spain and Belgium in Europe, as well as Australia, Oman and New Zealand overseas and 49 NH90 helicopters are already in service today.

The NH90, developed in the TTH utility transport and NFH naval versions, proves the ideal solution to meet requirements from many potential additional customers worldwide for a large number of missions.

The NH90 programme is managed by NAHEMA (NATO Helicopter Management Agency) representing France, Germany, Italy, The Netherlands and Portugal, and by the NH Industries industrial consortium comprising Eurocopter (62.5%), AgustaWestland (32%) and Fokker Aerostructures (5.5%).

-ends-

[buglerbilly]

Turkish minister reveals purchase of 27 attack helicopters

Defense Minister Vecdi Gönül has said that, in addition to an earlier decision to buy nine Italian AgustaWestland-made A129 attack helicopters, Turkey has also decided to lease nine A129s to meet the urgent needs of the Turkish military.

A Turkish request for the purchase of nine US-made Bell AH-1W Super Cobra helicopters is also on the table, and Turkey has not abandoned its desire to acquire them, Gönül told Today's Zaman.

Turkey's decision to urgently buy attack helicopters comes at a time when the outlawed Kurdistan Workers' Party (PKK) has heightened and expanded its attacks inside Turkey. The Kurdistan Freedom Falcons (TAK), believed to have links with the PKK, claimed responsibility for a recent bomb attack against a military bus that killed five people in İstanbul.

The Undersecretariat for the Defense Industry (SSM) announced on June 15 that it will buy nine Italian-built AgustaWestland (AW) A129 Mangusta attack helicopters.

Gönül, however, told Today’s Zaman that Turkey will also buy the Cobras that the US said it cannot deliver before 2011. But Today’s Zaman has learned that the US will only deliver two Super Cobras to Turkey, possibly in June of next year, and that it will not be able to sell more than that.

According to Gönül, AgustaWestland said it can only deliver nine A129 Mangusta attack helicopters in 2012. The minister also said Turkey has been negotiating with the company to see whether it can deliver them next year.

In a separate deal with AW, Turkey seeks to lease nine A129 Mangusta attack helicopters as soon as possible to meet its urgent needs, he added. Therefore, Gönül revealed Turkey’s plan to buy 27 attack helicopters altogether as a stopgap measure until the Turkish Aerospace Industries (TAI)-AW T129 becomes operational in 2013. However, local defense industry sources tell Today’s Zaman that it is very likely that their delivery will be delayed because Turkey decided to buy 27 attack helicopters off the shelf. A recent crash of the test aircraft has fueled this speculation. The T129 is a variant of the A129 being developed specifically for Turkey under the $3 billion ATAK project.

30 June 2010, Wednesday

LALE KEMAL ANKARA

[buglerbilly]

Turkey to Get Two U.S. Helicopter Gunships

By BURAK EGE BEKDIL And UMIT ENGINSOY

Published: 1 Jul 2010 15:08

ANKARA - To boost its firepower in its fight against Kurdish separatists, Turkey will obtain two AH-1W Super Cobra attack helicopters from the United States, Turkish Defense Minister Vecdi Gonul said June 30.

Gonul said the U.S. Congress has endorsed the sale, and the helicopter gunships will be delivered to the Turkish Army by 2011, at the latest.

"We are forcing an earlier delivery ... ideally, this year," Gonul said. "The process for the delivery is working."

The Kurdistan Workers' Party (PKK) recently has stepped up its attacks against Turkish targets, forcing Turkish authorities to ponder better ways to fight. In less than two months, the PKK has killed more than 50 soldiers and civilians. The organization is classified by Turkey, the United States and the European Union as a terrorist entity.

Last year, U.S. President Barack Obama's administration agreed in principle to sell a number of Super Cobras to Turkey to help the NATO ally, which has been suffering from a shortage of helicopter gunships.

The Turkish Army currently operates six AH-1Ws and says it needs more in the short term, until it begins to receive new attack helicopters in 2014 or 2015. Turkey is jointly manufacturing those aircraft with AgustaWestland, an Italian-British company.

In January 2009, Turkey's defense procurement agency formally asked the U.S. government for the sale of less than 10 attack choppers. Bell Helicopter Textron, in Fort Worth, Texas, the maker of the Super Cobra, has ceased production of the AH-1W. It has started upgrading the U.S. Marine Corps' nearly 170 AH-1Ws to the Z model.

Since 2007, Turkey informally has been seeking to buy several Super Cobras in the Marine Corps inventory. But the administration of President George W. Bush opposed such a transfer, saying the Marines, involved in wars in Iraq and Afghanistan, needed all of their choppers.

The Bush administration instead offered to Turkey the U.S. Army's AH-64D Apache Longbow attack helicopter.

[buglerbilly]

Lockheed Using Gravity to Spot ‘Subterranean Threats’

By Katie Drummond July 15, 2010 | 11:00 am



The military could soon be hunting for terror threats using detailed maps of the planet’s subterranean territory — thanks to aerial vehicles that tap into the “anomalous gravity signature[s]” of structures built beneath the earth’s surface.

Lockheed Martin has received a $4.8 million, 12-month contract to create a prototype sensor that spots, categorizes and maps man-made facilities concealed underground. And does it all from the safety of the sky, embedded in a drone and linked to cameras that’d stream the data in real-time.

Pentagon blue sky R&D arm, Darpa, is behind this one. Last year, the agency’s Gravity Anomaly for Tunnel Exposure (GATE) program sought proposals for a system that used a gradiometer to measure miniscule variations in the pull of gravity. Those variations detect differences in the earth’s density, indicating underground space. And the sensors would even be attuned enough to “discriminate a man-made void from naturally-occurring features such as topography and geology,” according to Lockheed’s press release.

“Our expertise in gravity gradiometers will help increase the capability to detect and characterize subterranean tactical threats,” Lockheed’s Dr. James Archibald says. (I assume he’s talking about the guy dressed in black and illustrated above.) “This capability will help prevent both underground infiltration of secure perimeters and tactical underground operations, keeping our assets and troops protected.”

The final product should be able to “detect tunnels [and] offer a mapped outline of their pathways.”

And this is only the latest in a series of Pentagon-backed projects to map the planet, dig deep, and then destroy. Darpa’s actually got an entire division of projects dedicated to “Underground Facility Detection & Characterization,” which pairs nicely with initiatives to develop bores that punch through 60 feet of concrete, and “rocket balls” that can propel themselves into deep earth — without blowing up hidden WMDs at the same time.

Photo: Lockheed Martin

Read More http://www.wired.com/dangerroom/2010/07/lockheed-using-gravity-to-spot-subterranean-threats/#more-27684#ixzz0tlcxGmwR

[buglerbilly]

EADS spending millions to develop new helicopter


Trade visitors visit the EADS display area at the Singapore Airshow February 2, 2010.
Credit: Reuters/Tim Chong

Sun Jul 18, 2010 1:47am EDT

FARNBOROUGH England (Reuters) - Europe's EADS (EAD.PA) said it is spending around $50 million to $75 million to develop a new armed version of its light utility helicopter for a possible U.S. Army competition and emerging strong interest by a "significant" number of foreign buyers.

EADS has built three technical demonstrator aircraft to prove different aspects of the expected specifications for the U.S. Army's Armed Aerial Scout program, Lutz Bertling, president of EADS' Eurocopter unit, told reporters ahead of the Farnborough international air show.

Bertling told Reuters that the company was spending its own money to develop the armed variant of its light utility helicopter because it saw strong emerging demand from the United States and other customers in the Middle East.

The new program could involve orders for up to 500 new helicopters and be worth $6 billion to $8 billion in the longer term, according to defense analysts.

Winning the order would give a big boost to EADS' strategy to establish itself as a prime contractor in the U.S. market, which accounts for about half of world defense spending.

The U.S. Army is expected to finish an analysis of alternatives and make a plan for the new program in the second quarter of 2011, with funding to begin flowing in 2012. But it could also delay the program and modernize its existing fleet of aging OH-58 Kiowa helicopters to save money now.

Bertling said EADS had a strong partner in Lockheed Martin Corp (LMT.N), which will provide the weapons, or mission package, for the new helicopter, if the program proceeds.

The EADS-Lockheed team could face competition from rival Boeing Co (BA.N), Sikorsky Aircraft, a unit of United Technologies Corp (UTX.N), Bell Helicopter, a unit of Textron Inc (TXT.N), and AgustaWestland, a unit of Italy's Finmeccanica (SIFI.MI).

In 2008, the Army canceled a previous $6.2 billion program run by Bell Helicopter, to replace the existing, aging fleet of OH-58 Kiowa armed helicopters after its cost threatened to increase sharply.

Bertling said EADS was well-placed to bid for the successor program, due to its work on the light utility helicopter it is building for the U.S. Army, one of few Pentagon procurement programs that is meeting cost and schedule targets.

He said EADS had delivered over 120 of the new helicopters to the Army, all on or ahead of schedule, and past performance generally played an important role in Pentagon competitions.

The Army could still decide to modernize the current Kiowa helicopters, which are used to protect military convoys, and keep them flying a while longer, given mounting budget pressures in the United States, Bertling said.

But he said a significant number of foreign countries, especially in the Middle East, had expressed interest in an armed version of the light helicopter, but gave no details.

EADS is also responding to the Army's interest in possibly using a combination of manned and unmanned helicopters to replace the existing fleet, or development of an "optionally manned" helicopter that could be used with or without a pilot.

He said the U.S. military had seen that using even one smaller helicopter like the Kiowa to escort a military convoy made a huge difference in deterring attacks and responding if they occurred.

Reporting by Andrea Shalal-Esa

[Trackmaster]

Posted elsewhere....they have identified the engine problem that saw the grounding of the MRH 90 fleet.

"Farnborough 2010: Eurocopter diagnoses Australian MRH90 engine failure

July 18, 2010

Eurocopter is confident it has identified the issue that caused a ‘catastrophic’ engine failure to an Australian Defence Force (ADF) MRH90 multirole helicopter in April.

Speaking at an EADS pre-Farnborough Airshow briefing in London on 17 July, Eurocopter CEO Lutz Bertling revealed that in addition to the engine failure that resulted in the grounding of the MRH90 fleet, three other aircraft had experienced related problems.

An investigation was launched after the 20 April incident, which saw the helicopter lose one of its two Rolls-Royce Turbomeca RTM322-01/9 engines about 30 minutes north-east of Adelaide. The aircraft was able to return to Royal Australian Air Force base Edinburgh without further incident.

Bertling said the root causes of the failure had now been determined and related to pilots following the wrong procedure for a hot start. ‘We know now precisely the sequence that the engines have seen it their history – all the engines had seen an improper procedure for a hot start. In all cases the improper procedure was done in the same way and if you do so then you see damage to bearings and seals in the engine,’ Bertling said.

He added that now the sequence that leads to engine damage was known, the aircraft that had not been through the incorrect procedure had been cleared as safe to fly. ‘All engines that have seen the procedure will be removed from the aircraft and inspected – if there is an issue or not. And I need to say that of the engines that have had a wrong hot start procedure it is only a very small percentage that have had damage to them.’

Eurocopter has developed a software patch that will make it impossible for pilots to follow the sequence that led to the engine damage.

Meanwhile, Bertling confirmed that the company plans to spend EURO3.6 billion in the next five years on new products, new services and for the extension of the company’s international network. The company plans to fly one new helicopter, major upgrade or technology demonstrator every year, following the first flight of the EC-175 in 2009.

[buglerbilly]

U.S. Pitches Upgraded Huey, Cobra Helos

Posted by Bradley Peniston | July 19th, 2010

A very classy helicopter and for hot-n-high conditions, possibly unsurpassed, BUT it looks like the older versions so one could see a great deal of hesitation to adopt this classic design................

By BRADLEY PENISTON, FARNBOROUGH, Britain – The United States is looking for export customers for Bell Helicopters’ UH-1Y Huey utility and AH-1Z Cobra attack helicopters, the program manager for Marine light helicopters said at the air show.


UH-1Y Venom helicopter by Bell Helicopters (Bell photo)

“One of the reasons we’ve come to Farnborough is export opportunities,” said U.S. Marine Corps Col. Harry Hewson, speaking under the thunder of a U.S. Air Force F-22 Raptor zooming overhead. “We’re more than willing to start talking about possible FMS [Foreign Military Sales] cases.”

He said the Huey is available now, and could start foreign deliveries as early as 2012, while the Cobra should become available after the anticipated decision to open full-rate production in October.

The UH-1Y is in service in Afghanistan, and one was flown to and exhibited here by a squadron newly returned from the theater.

Hewson said the AH-1Z will likely make its first operational deployment next year, as part of a Marine Expeditionary Unit that includes both Ys and Zs.

Decades old in lineage but with new engines, rotor hubs, mission computers, rotor hubs, and more, the UH-1Y and AH-1Z share so many systems that Hewson called them “fraternal twins.” A Bell factsheet said the aircraft had 84 percent commonality.

Hewson said the U.S. military had received a request for information about the helicopters from India, but was unaware that talks had proceeded further.

“We’d certainly be happy to talk to them,” he said.

[ADMk2]

What a surprise. Eurocopter's trying to blame the users... They could work at the DMO with that sort of attitude....

[JimWH]

It sounds more to me as though there was an intended hot-start sequence and other ways to achieve the same result. Not explicitly saying 'don't do it this way" doesn't make it either pilot fault or company fault, it just makes it one of those things that you find out through testing. Good quick turn around on working out the cause.

[buglerbilly]

Thales: Afghan Lessons Improve Tiger Helmet

Posted by Bradley Peniston | July 20th, 2010 | Uncategorized

By PIERRE TRAN, FARNBOROUGH, Britain – Thales is delivering an improved version of its Top Owl helmet-mounted display system to the Tiger combat helicopter operated by the Australian Army, a spokeswoman for the French systems company said at the Farnborough Airshow.


Thales is prepping an improved version of the Top Owl display for the Tiger helicopter. (Thales photo)

Lessons learned from pilots of the French Army, which have been flying the Tiger in Afghanistan since last August, have fed ideas for the helmet improvements.

“We’ve had positive feedback from the forces,” the spokeswoman said July 19.

A first step in the program has been to sharpen the quality of imaging to give more precise identification of targets and at greater range. The ability to see better and further includes being able to see at night, in conditions to be found with an overcast sky with no moon and no starlight. That level of high-resolution imagery and night vision is called level five and has been certified and is beginning deliveries to the Australian forces operating the Tiger.

A second improvement is to provide in a merged environment more targeting information, high-definition infrared and navigation information on the helmet system in the Australian Army’s NH90 multirole helicopter. Electronic warfare information would also be provided under the added functionality, currently under development.

A later development would be to fuse the data at the digital level.

[buglerbilly]

U.S. Army Eyes Joint Multirole Helo

New Aircraft Could Replace Kiowas

By KATE BRANNEN

Published: 19 July 2010

As the U.S. Army weighs its options for an armed scout helicopter, a proposed joint multirole aircraft is emerging as a possible contender. But developing a new helicopter could take years - if not decades - and that may force the Army into yet more expensive refurbishments of its aging OH-58D Kiowa Warriors.

"If it's going to be a long time until we get something new, then we need to do something to the Kiowa," said Brig. Gen. William Crosby, the Army's program executive officer for aviation.

In December, the Army will complete an alternatives study that will help service leaders decide whether to pursue more advanced and distant technology or buy a helicopter that is available sooner.

Crosby said the study's first phase looked at whether the Army should meet its armed scout requirement with manned or unmanned aircraft.

"I believe the indications were that, at least in our near-term path ahead, we will have a mix," the general said. "It was recognition and validation of a continued need for manned reconnaissance."

The second phase, being conducted now, is looking at aircraft available today and others in development. For example, EADS North America has proposed a variation of its UH-72A Light Utility Helicopter, which the Army already flies, while Sikorsky has put forward its X2 Technology Light Tactical Helicopter, which the company is developing on its own dime.

If the alternatives study recommends a longer-term solution, "I think the joint multirole will be one of those alternatives they look at for the future," Crosby said.

The Army has batted around the idea of a joint multirole helicopter for some years; such an aircraft was mentioned on a 2004 slide drawn up to show alternative uses for money then slated for the soon-to-be-canceled Comanche program.

A joint multirole helicopter program could produce a medium-sized bird suited for attack and utility missions and a smaller light attack scout variant, said Crosby. A common airframe and drive train could reduce logistics, engineering and training expenses, he said.

In December, the Army Aviation Center of Excellence completed an analysis of the idea of creating a joint multirole helicopter around 2025, Crosby said. DoD acquisition chief Ashton Carter approved the study and has directed the Army to expand it with participation from all of the services.

Crosby said the Army will begin work on "The Future Vertical Lift Joint Multi-Role Study" on July 20.

Other Helicopter Efforts

That study is just part of the Pentagon's effort to determine the future of vertical-lift aircraft. The Army and Air Force are also planning an analysis of alternatives for Joint Future Theater Lift, which aims to merge airlifter-like carrying capacity with the ability to get in and out of tight battlefield spaces.

Finally, the DoD acquisition office is developing an overall road map to chart vertical-lift plans for the next 20 to 30 years.

Under the Pentagon's current plans, most of today's U.S. military helicopters will come to the end of their operating lives around 2035, said Honeywell's Ed Fortunato.

Fortunato sits on the board of directors of the Future Vertical Lift Consortium, a group of helicopter-related firms that came together last fall at DoD leaders' urging.

Crosby said the idea was to make sure companies are spending their research and development dollars in line with the Pentagon's vision, thereby "pursuing things toward one goal."

To that end, consortium officials were briefed on the nascent road map during a two-day trip to Huntsville, Ala., in April, Fortunato said.

Crosby said that budget pressures will likely limit what the services can do for future vertical lift.

"We're going to have to prioritize," Crosby said. "From my foxhole, I believe that the leanings are that our best bang for buck, in the near term, is to focus on a joint multirole as opposed to anything else."

More Kiowa Overhauls?

If a long-term approach is taken, the Army will have to either buy new aircraft or do a major overhaul of its Kiowa Warrior fleet, Crosby said.

Most likely that will be a service-life extension program, far beyond what's been done to date on the Kiowa Warrior airframe, he said.

"We need to tear it down to the bare minimum and see where we need to beef up and extend the life of this thing for another 20 years," Crosby said.

The Army is now replacing the OH-58Ds lost in Iraq and Afghanistan with overhauled A and C aircraft. After the overhaul, they are considered new aircraft.

However, "There are only so many A's and C's out there. Some of them have been sold off for [foreign military sales] or retired," Crosby said.

While there is concern about the lack of vertical-lift development programs, Army aviation gets high marks from Gen. Peter Chiarelli, the Army's vice chief of staff.

"Aviation is the only area where we are functionally organized. The ability of aviation to answer my questions on requirements is so much greater than any one of the other areas," Chiarelli told a Washington audience July 15.

Excellent management allows Army aviators to operate at one of the service's highest tempos, with barely a year at home between one-year deployments, he said.

"If they were organized like any other function of the United States Army, I do not think we'd be able to do it," the four-star general said.

[Exsandgroper]

MEDIA RELEASE


22/07/2010 MSPA 310/10


MRH90 recommencement of flying operations


The Australian Defence Force (ADF) today announced that Multi Role Helicopters (MRH90s) will recommence flying operations later this week.
This follows an incident north of Adelaide in April this year where an MRH90 suffered an engine failure in one of its two main engines.
The Defence Materiel Organisation’s (DMO) Head Helicopter Systems Division, Rear Admiral Mark Campbell, stated that media reports alleging pilot error being a factor in the engine failure were incorrect.
“There is no suggestion of pilot error as alleged in one UK report,” Rear Admiral Campbell said.
Eurocopter CEO, Dr Lutz Bertling, has also written to the Minister for Defence Materiel and Science, Greg Combet to directly refute any suggestion that engine damage was caused by improper handling of the aircraft by ADF pilots.‪
Rear Admiral Campbell also said an inspection regime and preventative measures have been developed to lift the current flying suspension.
“I can confirm flying operations will commence shortly following approval by Defence’s Operational Airworthiness Authority.
“Extensive work has been conducted by Rolls Royce Turbomeca and our Industry partners with support from the Defence Science and Technology Organisation to identify the cause of the engine failure.
“We are advised the failure resulted from compressor blade fracture due to contact with the engine casing.”
The impact of the engine failure combined with the workload to address some technical issues with this very capable but highly complex digital aircraft will delay the first flight at sea for Navy, which is now expected to occur in mid 2011.
The first Army capability objective of one deployable MRH90 troop will also be delayed.
Of the 46 MRH90 helicopters ordered for the Australian Navy and Army, 11 have been accepted and are being used for training and testing which contributes to the development of operational capability over the next few years.

Someone must have egg on their face.

Cheers

[buglerbilly]

Tiger Helicopter: 1,000 Flight Hours in Operations in Afghanistan

(Source: Eurocopter; issued July 29, 2010)


A French army Tiger escorts an EC725 Caracal Combat SAR helicopter. Three Tigers have logged over 1,000 flight hours in Afghanistan in less than a year. (Eurocopter photo)

MARIGNANE, France --- The EC665 Tiger HAP (combat support) helicopter received its operational certification from NATO for the Afghan theater of operations in August 2009, just seven months after the final operational standard qualification was issued by government agencies in December 2008.

The fleet of three EC665 Tiger HAPs, operated by the French Army's 5th Combat Helicopter Regiment, has now logged more than 1,000 flight hours in Afghanistan in less than a year.

With an availability rate of 90% in extremely harsh operating conditions, the Tiger has once again demonstrated excellent performance and operability levels for both reconnaissance missions and combat support operations for joint tactical groups (GTIA), which have been unanimous in their praise.

A key to this success has been the excellent cooperation between the French Army, the French Armament Procurement Agency (DGA), the OCCAR (Organisation for Joint Armaments Co-operation) and Eurocopter, which has deployed a dedicated work structure since the beginning of the operations.

In this framework, Eurocopter has been providing the French Army with nonstop support to meet the specific operational needs of the Afghan theater and guarantee the required availability levels. A team of Eurocopter technicians is on assignment in Afghanistan to assist the mechanics of the French Army Air Corps (ALAT).

In addition, a customized logistics support service has been set up to respond at any time to any request and to quickly supply any necessary spare parts.

Established in 1992, the Franco-German-Spanish Eurocopter Group is a Division of EADS, a world leader in aerospace, defence and related services. The Eurocopter Group employs approx. 15,600 people. In 2009, Eurocopter confirmed its position as the world’s No. 1 helicopter manufacturer in the civil and parapublic market, with a turnover of 4.6 billion Euros, orders for 344 new helicopters, and a 52 percent market share in the civil and parapublic sectors. Overall, the Group’s products account for 30 percent of the total world helicopter fleet.

-ends-

[buglerbilly]

Sikorsky protests Navy plan to buy Russian copters

Thu Aug 5, 2010 2:07am BST

* Automatic suspension of award sought

* Protest filed on Sikorsky's behalf by law firm

Despite the fact these are being bought by the USN they are for Land use presumably SEALS and/or SpecFor roles?

ATLANTA Aug 4 (Reuters) - Sikorsky Aircraft, a unit of United Technologies (UTX.N), has filed a protest over the U.S. Navy's plan to purchase 21 helicopters from a Russian company to be used in Afghanistan.

The protest, filed on Sikorsky's behalf with the U.S. Government Accountability Office by the law firm of Sheppard Muller Richter & Hampton LLP and dated Aug. 3, said the Navy didn't provide justification for its decision to hold a limited competition for the Mi-17 copters made by Kazan Helicopters of Russia. It seeks an automatic suspension of the contract award.

The Russian-made Mi-17 is a transport helicopter that can be heavily armed with guns and rockets.

The protest said the Naval Air Systems Command's request for proposals was issued on July 8 and amended on July 27, and added that proposals were due by Aug. 5.

The request for proposals "precludes all consideration of offers to supply U.S.-manufactured helicopters, irrespective of their technical or life cycle cost advantages over the Russian aircraft," states the protest. A copy was sent to Reuters.

The protest added that Sikorsky makes helicopters that meet or exceed the performance of the Mi-17, and said the U.S. helicopter company recently provided its S-61 helicopters to the U.S. State Department to be used in Afghanistan.

Representatives for Sikorsky Aircraft and the Naval Air Systems Command did not immediately return calls or emails for comment after business hours on Wednesday.

(Reporting by Karen Jacobs; Editing by Gary Hill)

[buglerbilly]

These have been procured for the Combined Security Transition Command-Afghanistan: -


The Combined Security Transition Command - Afghanistan (CSTC-A) is a multinational military formation. Its primary role is the training and development of Afghan security forces like the Afghan National Army. Its headquarters is at Camp Eggers, Kabul. Under CSTC-A’s operational control is Task Force Phoenix, which is responsible for training the Afghan National Army.

[buglerbilly]

$77.7M to NGC for Helicopter DIRCM

12-Aug-2010 14:12 EDT


AAQ-24 on AH-64

Northrop Grumman Systems Corp. in Rolling Meadows, IL recently receive an unfinalized contract estimated at $77.7 million for 121 AN/AAQ-24v25 Guardian laser transmitter assemblies for installation on US Navy and USMC CH-53D Sea Stallion, CH-53E Super Stallion, and CH-46E Sea Knight helicopters, including associated technical data. The AAQ-24 Guardian/Nemesis is a next-generation directable laser-based countermeasures system, based on the LAIRCM system for larger aircraft. The idea behind such Directional InfraRed Counter-Measures (DIRCM) systems is to aim appropriately coded laser pulses at an incoming missile’s seeker, decoying it away.

Work will be performed in Rolling Meadows, IL (39%); Edinburgh, Scotland (16.8%); Goleta, CA (10%); Blacksburg, VA (9.4%); Boulder, CO (7.1%); Dallas, TX (5.5%); Lewisburg, TN (2%); Apopka, FL (1.8%); Woodland Hills, CA (1.3%); Tampa, FL (1%); Santa Clara, CA (1%); Melbourne, FL (1%); Wheeling, WVA (1%); and various locations throughout the U.S. (3.1%), and is expected to be completed in August 2012. This contract was not competitively procured by the US Naval Air Systems Command in Patuxent River MD (N00019-10-C-0080).

[buglerbilly]

Army improving helicopter protective measures

Aug 19, 2010

By Kris Osborn


Photo credit Sgt. Russell Gilchrest

WASHINGTON (Army News Service, Aug. 19, 2010) -- The Army is now crafting an integrated approach to aircraft survivability that combines input from multiple on-board sensors and uses that information to detect, track and defeat incoming enemy fire.

By combining input from a variety of different survivability systems now on-board rotary aircraft into a single system and display screen, the Army can streamline threat information delivery and at the same time reduce the size, weight and power requirements for its aircraft, said Col. John Leaphart, project manager for aircraft survivability equipment.

"Right now we have multiple product lines -- three or four different systems that do different things," said Leaphart. "We need to move toward a more integrated approach, which in the future means a suite of sensors and a suite of countermeasures that are controlled by a common processor that runs all of them in a holistic fashion."

Leaphart said such a system would save development and procurement dollars. But more importantly, he said, a combined system would weigh less than multiple systems, which reduced aircraft weight. Such a system would also consume less power on the aircraft.

The Army is now working on computer algorithms able to combine input from a range of different aircraft technologies including CMWS and various now-in-development technologies, such as the Hostile Fire Detection System and the Common Infrared Countermeasure system.

The CIRCM system is an improved, lighter-weight version of Advanced Threat Infrared Countermeasures -- a high-tech laser jammer that is able to thwart guided-missile attacks on helicopters by using an infrared sensor designed to track an approaching missile. The system fires a multiband heat laser to intercept the missile and throw it off course, Leaphart explained.

"Right now pilots are looking at multiple displays and we need to get to a common display," he said. "We are working on wrapping the acquisition strategy around this so that we achieve a gradual migration toward a more integrated approach."

A key example of this move toward integration is a new effort called the Hostile Fire Detection System. The HFDS combines ultraviolet and acoustic sensory input to thwart small arms fire.

"One of the big things we are facing right now in theater is small arms fire, so we are looking at developing this HFDS. We are getting ready to produce a quick reaction capability that involves a piece of software that will go into the processor for CMWS and give it the ability to detect tracer fire and other threats," Leaphart said.

HFDS works off of the UV sensor in the CMWS systems and adds an algorithm into the process which enables it to differentiate tracer fire from a missile launch.

"This is bringing a new capability into an existing system which makes that system more effective against a broader spectrum of threats," he explained.

The next step is to connect the UV sensor to an acoustic sensor so as to better detect multiple sources of incoming fire.

The CMWS has already proven itself in combat.

"The CMWS does reduce the immediate reaction workload of responding to a missile threat," said Chief Warrant Officer Pat Shores, Aviation Branch Tactical Operations Officer; Directorate of Training and Doctrine, U.S. Army Aviation Center of Excellence. "This also enables the crew to react faster to destroying the threat on the ground."

Shores said he thinks America's enemies find out too late just how effective system like CMWS actually are.

"Shooting a missile at Army aircraft is a lose-lose situation for them," Shores said. "They have an extremely low probability of a hit, and due to the CMWS and similar systems, they also have a high probability being detected and destroyed after the shot."

The CIRCM program, planned as a multi-service survivability solution for rotary-wing aircraft, aims to improve on and capture lessons learned from the now-fielded ATIRCM technology. CIRCM is preparing to enter a competitive development prototyping phase, Leaphart said.

A formal request for proposal for CIRCM is planned for release by the fourth quarter of this year.

"The acquisition strategy is we will do a tech-development phase with multiple companies in competition with each other. They will develop two prototypes that will be evaluated during this phase. For engineering development, a market survey will be conducted and if warranted, a limited competition between these two vendors will occur for EMD with a manufacturing phase for one of those," Leaphart said.

ATIRCM is fielded now on helicopters over Iraq and Afghanistan. CIRCM, its replacement, lowers the weight of the system and therefore brings with it the opportunity to deploy this kind of laser counter-measure across a wider portion of the fleet.

"This will give the rotary wing fleet the capability to defeat IR missiles that they don't have right now. CIRCM has a laser emitter as part of the turret -- guided by an IR pointer. This points the laser on the IR seeker of the inbound missile. Shooting the laser into the IR seeker essentially blinds the missile," Leaphart explained.

Testing and development of CIRCM will take place at a variety of locations, to include Redstone Arsenal, Ala., and Eglin AFB, Fla. Production is slated to begin by 2015.

(Kris Osborn writes for the Office of the Assistant Secretary of the Army (Acquisition, Logistics and Technology.)

[buglerbilly]

Army Turns to Lasers for Copter Defense

By Spencer Ackerman September 7, 2010 | 10:00 am



Some jerk has fired a heat-seeking missile at your Black Hawk. You’ve got a few options. You can try to dodge the thing, but good luck with that. You can fire off a flare in order to fool the missile into no longer following you as you maneuver. Or you can shoot off a laser from on board your bird to do the same thing. Not really a choice, is it?

OK, so Black Hawks and other military copters don’t have lasers yet. But a University of Michigan professor with a million dollars in Darpa and Army money is building a highly portable laser to keep U.S. helicopters protected from insurgents wielding shoulder-fired missiles. “It’s a jamming laser, not a knock-it-out-of-the-sky laser,” explains its creator, Professor Mohammed Islam, a little sheepishly.

Islam’s Mid-Infrared Supercontinuum Laser (MISL, get it?), pictured below, is still in the prototype stage, so its effectiveness isn’t yet proven. But it’s got some advantages over existing military laser tech. Namely: you can fit it onto a helicopter; it won’t break; and it’s cheap.



Gene Roddenberry promised us energy weapon firepower in the form of a sidearm. But it turns out lasers are tragically heavy. The Airborne Laser might be able to shoot a ballistic missile out of the sky, but it’s so corpulent that it barely fits into a Boeing 747. It’s just “too large and expensive to field in large numbers on many operational airborne platforms,” sighed the Missile Defense Agency. The Pentagon is still stumped for portable alternatives.

Enter Islam’s MISL. It’s about the size of a DVD player, meaning you can screw it onto an onboard console. We’re not talking about needing a separate laser-equipped jet to pop out from behind the Afghan mountains on-demand and zap Taliban. Not that that happens anyway.

Then there’s another problem. Most lasers from the big defense firms consist of dozens tiny pieces of bulk optics to generate their blasts. That means a lot of fragile moving parts. Add to that the pitch and roll of a wobby helicopter and your laser is practically calling out to be smashed.

But Islam used commercial, off-the-shelf materials that go into fiber-optic telecom lines to create a laser platform without any moving parts. “With our all-fiber integrated design, the laser is much more robust to environmental variations,” he brags. The industry-standard materials that go into the MISL are supposed to last for up to 25 years in a typical office setting. “Combine the no moving parts with parts from the telecom industry, and we get the potential for higher reliability,” Islam adds. That also means it should be cheap to manufacture, owing to Moore’s Law.

How’s it work? Heat. Islam’s laser shoots out longer wavelengths than your typical visible laser, so no columns of (invisible) red or white light. The emission from the MISL wouldn’t be visible to your limited eyes. But if he shot you with it, you’d get a burning sensation, from as far away as 1.8 miles. Shoot that thing off when a heat-seeking missile comes at your helicopter and the missile should chase the heat ray, not your engine.

And because of its broad array of wavelengths — that’s the “supercontinuum,” the S in MISL — Islam’s laser should be able to beat sophisticated heat-seekers that flares can’t deceive, since it burns as hot as a copter engine. “We have the entire spectrum of that engine,” Islam says. “We become much harder to fool.”

Sure, the ancient surface-to-air missiles used in Afghanistan against U.S. troops may not have actually downed any helicopters. But there is never a good reason not to put a laser on something.

Credit: (1) Air Force Research Laboratory; (2) University of Michigan

Read More http://www.wired.com/dangerroom/2010/09/army-turns-to-lasers-for-copter-defense/#more-30292#ixzz0yr4Bitz5

[buglerbilly]

S-70i Black Hawk helicopter debuts at MSPO exhibition

September 07, 2010

The S-70i Black Hawk helicopter, the international variant of the Black Hawk helicopter, is on public display for the first time. Built at PZL Mielec, Sikorsky Aircraft's company in Poland, the aircraft will be on static display at the MSPO exhibition through Sept. 9.

The display aircraft is the second to be produced at PZL Mielec. The first S-70i Black Hawk helicopter built at PZL Mielec is nearing completion of flight testing in the US A production flight hangar at PZL Mielec is expected to be ready for flight test operations by the end of 2010.

"This begins a new chapter for the S-70i Black Hawk helicopter being offered on the international market," said Debra A. Zampano, S-70i Program Manager, International Military Programs. "From its inception, the S-70i helicopter program has moved forward smoothly, consistently achieving all of its key milestones. This is a global product for a global marketplace, and we are pleased that the public is able to view this new S-70i Black Hawk helicopter at the MSPO."

Production flight tests will be conducted at the flight hangar at PZL Mielec beginning with the second aircraft.

Since its initial flight at the Sikorsky Development Flight Center in West Palm Beach, Florida, USA, the first S-70i Black Hawk helicopter has flown approximately 38 hours in test flight. It is expected to complete production flight testing in the fourth quarter.

"In test flight, the S-70i helicopter is light and has been flying remarkably fast," said Chief Test Pilot Rick Becker. "It has been performing very well. It's just a joy to fly."

Delivery of the first S-70i Black Hawk aircraft to the S-70i helicopter program launch customer is scheduled for early 2011.

"The S-70i Black Hawk helicopter will support the global demand for the advanced technology available in this aircraft," said Janusz Zakrecki, President of PZL Mielec. "Built in Poland, this aircraft exemplifies Polish craftsmanship and American technology, but more importantly, it is ready for the missions to come."

The S-70i Black Hawk helicopter is the first Black Hawk aircraft designed specifically for international customers, and utilizes a global supply chain. It is the first Black Hawk helicopter to be assembled in Europe as well as the first helicopter to be produced by PZL Mielec in Poland.

The S-70i Black Hawk helicopter incorporates the latest technology with advanced features such as a fully integrated digital cockpit with a dual digital automatic flight control system and coupled flight director. It also features an active vibration control system that will smooth the overall ride of the aircraft. The dual GPS/INS system with digital map provides accurate and redundant navigation for the most demanding of tactical environments. Customers around the world will benefit from the aircraft's modern, robust aircraft configuration and ability to leverage existing interoperability with Sikorsky's worldwide fleet of Black Hawk helicopters.

Plans call for at least 20 S-70i Black Hawk helicopters to be produced per year, beginning in 2012.

[Deks]

Army Turns to Lasers for Copter Defense

Doesn't sound like it'd affect negative UV sensors, which I thought were all the rage these days.. though possibly that's just with US missiles. Then again, what do I know ;)

[buglerbilly]

Ares

A Defense Technology Blog

Spread the Jam - Supercontinuum Laser DIRCM

Posted by Graham Warwick at 9/8/2010 1:32 PM CDT

Most laser-based directed infrared countermeasures (DIRCM) systems operate in narrow frequency bands, but the University of Michigan and spin-off company Omni Sciences say they have developed a jammer that emits a broad spectrum of infrared light and can mimic an engine's heat signature.

The system uses a "supercontinuum" fiber laser. While a conventional fiber laser produces a beam at one wavelength, or color, a visible-light supercontinuum laser will produce a white beam. The laser developed by UoM and being commercialized by Omni Sciences does the same in the mid-infrared band.

The developers don't say so, but this new laser looks likely to work against imaging-infrared missile seekers that pose a problem for conventional laser DIRCMs. What they do say is the system uses off-the-shelf telecoms fiber-optics, making it inexpensive and robust. There are no moving parts, making it ideal for helicopters.

Omni Sciences is developing a second-generation prototype with $1 million in funding from the US Army and Defense Advanced Research Projects Agency.

[buglerbilly]

DATE:17/09/10

SOURCE:Flightglobal.com

PICTURE: Eurocopter Spain kicks off Tiger test campaign

By Craig Hoyle

Eurocopter Spain has launched flight test activities with the first Tiger HAD attack helicopter, and expects the aircraft to commence live firing trials soon.

In development for the Spanish and French armies, the multi-role HAD configuration introduces more powerful MTRI MTR390-E turboshaft engines to the Tiger, which has a maximum take-off weight of around 6.6t.

Launched at Albacete in mid-September, the new test campaign is expected to continue until December 2011. Near-term objectives include test firings with MBDA’s Mistral air-to-air missile and Rafael’s Spike air-to-surface missile, to be performed before the end of this year.


© La Mancha Press/Eurocopter

Pictured during its Spanish flight debut, aircraft 5001 is the first Tiger to have been converted to the new HAD standard for the nation. It was first flown in support of the programme in December 2007 at Eurocopter’s Marignane production facility in France.

The latest sortie followed a four-month programme of modifications, including installing new mission software.

“This is the first time that Eurocopter Spain has taken on the responsibility for testing a helicopter prototype,” says Liberto Negral, the company’s head of governmental programmes in the country. The flight tests are “proceeding very well and are on time,” he adds. Spain will receive its first of 24 production examples in early 2012.

Eurocopter says there are now 57 Tigers in operational use with the armies of Australia, France, Germany and Spain. Madrid is using an initial batch of five HAP-configured aircraft to support its future operation of the multi-role Tiger.

[buglerbilly]

Australian Aerospace MRH90 Helicopters On Track, On Time

(Source: Australian Aerospace; issued Sept. 21, 2010)

Leading defence contractor, Australian Aerospace Limited, says it is on track to meet its 2010 schedule for deliveries of NH90 MRH multi-role helicopters to the Australian Defence Force (ADF).

Australian Aerospace, which produces the MRH90s at its final assembly facility on Brisbane Airport, delivered its 13th MRH90 on 3 September 2010. Another three helicopters are scheduled to be delivered by the end of the year.

A total of 46 MRH90s have been ordered by the Army and Navy to replace existing Black Hawk and Sea King helicopters.

Dr Jens Goennemann, Chief Executive Officer Australian Aerospace said he was pleased to report that the delivery program is progressing well despite a temporary cessation of flying operations earlier this year when an MRH90 experienced a shutdown of one of its two engines. Australian Aerospace is on track to deliver all MRH90s during 2010 as contracted in the schedule.

“The engine manufacturer, Rolls Royce -Turbomeca, is currently working with the ADF on the root cause, and, in the meantime, the MRH90s have resumed flying operations,” Dr Goennemann said. “Two helicopters have been accepted since the resumption of flying and the MRH90 delivery, testing and training program is now building momentum.”

These first 13 deliveries comprise aircraft assembled to Product Base Line (PBL) 01 and 02 standard. The remaining 33 aircraft will be assembled to PBL 03 standard incorporating enhanced avionics and other systems designed to ease and lighten crew workload. Eventually, the initial 13 MRH90s will be returned to Australian Aerospace and upgraded to PBL 03 standard.

Dr Goennemann said he was also pleased to report that work on a strengthened floor being developed for the Australian MRHs was progressing smoothly and on track for serialised production in 2011.

The new floor, which was not part of the original Defence specification, also provides additional equipment tie-down points. It will be incorporated in the yet-to-be assembled PBL 03 MRHs and, later, retrofitted to the PBL 01 and PBL 02 aircraft.

“In a huge program such as this one, involving complex and advanced technologies, one is often confronted with unexpected engineering challenges”, Dr Goennemann said, “and while we have had our share of them we have never doubted our ability to resolve them together with our customer.”

Capable of carrying 2 pilots, 2 loadmasters and 18 combat troops up to 900km at speeds in excess of 300km/hr, the MRH90 is a fly-by-wire, all-composite construction, medium-lift helicopter with the highest crash-worthiness standards. Chosen by Australia over competing types as part of a program to modernise and rationalise its military helicopter fleet, the MRH90 is the world’s most advanced helicopter in the ten-tonne class.

Australian Aerospace Limited is a wholly owned subsidiary of Eurocopter - a part of the European Aeronautic Defence & Space Group (EADS). Created in 2003 through the merger of Eurocopter International Pacific Limited and Australian Aerospace Pty Ltd, the company has evolved into a major defence supplier to the Australian Government. With more than 1000 staff in Australia and New Zealand and access to the financial strength and expertise of Eurocopter and the EADS Group, the company is well-positioned to manufacture and support civil and military helicopters in the Australia-Pacific region. In addition to its helicopter capabilities, Australian Aerospace has a long history of support to the Australian Defence Force (ADF).

Currently it is assembling and delivering 22 Tiger ARH armed reconnaissance helicopters to the Australian Army and 46 MRH90 multi-role helicopters to the Army and Navy. It also provides support for the RAAF AP3C Orion reconnaissance aircraft and, until recently, the now retired Caribou transport fleet. Last year it commenced a through-life-support role for C-130J Hercules transports. The company is also involved in supporting the RAAF’s new Airbus A330-based Multi-Role Tanker-Transport (MRTT) aircraft.

-ends-

[buglerbilly]

Strong Mi-17 Demand Boosts Prices

Sep 21, 2010

By Maxim Pyadushkin

MOSCOW — The popularity of the Mil Mi-17 Hip helicopter for operations in Afghanistan is driving up prices for used versions and has created an order surge for manufacturer Russian Helicopters.

About 300 Mil Mi-8MTs (known as Mi-17s in the export market) are deployed in Afghanistan with international coalition forces, private contractors or under U.N. contracts, according to Russian experts. Some Russian companies, such as UTair Aviation, operate Mi-8MTs under U.N. contracts in many other regions.

UTair, which is the largest Russian helo carrier, recently increased its Hip fleet with an order for 40 Mi-171s. Deliveries should be completed this year.

The effect has to been to put pressure on the Russian market, where the Mi-8 remains the most widely used rotorcraft.

HIgh demand

The high demand affects only the latest version of the family, the Mi-8MT, because of its ability to operate in hot and high conditions. Compared with the earlier Mi-8T, the Mi-8MT has more powerful TV3-117 turboshaft engines, a new gearbox, improved tail rotor and control linkage, and extended fuel tanks. These upgrades increased Mi-8MT payload capacity by 1 metric ton as well as the operational ceiling. Production of this version was launched in 1977, but the design received an update in the late 1980s (the Mi-8MTV) for high-altitude operations.

“It is impossible to buy this modification on the pre-owned market,” one Russian helicopter dealer tells AVIATION WEEK.

Two years ago, a pre-owned Mi-8MT could be bought on the Russian market for $4-4.2 million, but now the average price for such rotorcraft is around $6.5 million, he says.

The high demand for Mi-8MTs on the pre-owned market is amplified by the shortage and high price tag for the new rotorcraft. Russian Helicopters, a holding that controls the national helicopter industry, rolled out 139 Hip versions in 2009, and CEO Andrei Shibitov says his production facilities are booked with orders until 2012. For the last three years, the price of the newly assembled Mi-8 rose to $9-10 million from $3.5 million.

However, the price increases could level off as demand in Afghanistan slows. “They will hardly grow further as the current price levels already raise questions about the operational profitability” of using the Mi-17, says Dmitry Ermilov, deputy head of Soyuzavia, a Moscow-based aircraft dealer.

Strong market

Nevertheless, the market is unlikely to collapse if the Afghan conflict ends. Boris Bychkov, director general of Airclaims CIS, projects that demand inside Russia from the oil and gas sector will help ensure long-term demand.

At the beginning of 2010, there were more than 1,159 Mi-8 family helos registered in Russia, comprising almost 55% of the country’s commercial rotorcraft fleet.

Of those, 770 were operational and logged 87% of total flight time of all Russian-made helicopters on the local market during the mid-2008 to mid-2009 period.

Russia has an ample supply of earlier Mi-8 versions, but they have limited applications in Afghanistan and operate mostly in Russia owing to the low power provided by the TV2-117A engines.

Local pre-owned market demand is not large, but Ermilov notes that a rotorcraft assembled in the late 1980s or early 1990s in good condition can be purchased for $1.2-2 million. The operational life of this version is limited to 35 years, although the Mil design bureau can extend it to 40 years in some cases.

[ADMk2]

Australian Aerospace MRH90 Helicopters On Track, On Time

(Source: Australian Aerospace; issued Sept. 21, 2010)

Leading defence contractor, Australian Aerospace Limited, says it is on track to meet its 2010 schedule for deliveries of NH90 MRH multi-role helicopters to the Australian Defence Force (ADF).

Australian Aerospace, which produces the MRH90s at its final assembly facility on Brisbane Airport, delivered its 13th MRH90 on 3 September 2010. Another three helicopters are scheduled to be delivered by the end of the year.

A total of 46 MRH90s have been ordered by the Army and Navy to replace existing Black Hawk and Sea King helicopters.

Dr Jens Goennemann, Chief Executive Officer Australian Aerospace said he was pleased to report that the delivery program is progressing well despite a temporary cessation of flying operations earlier this year when an MRH90 experienced a shutdown of one of its two engines. Australian Aerospace is on track to deliver all MRH90s during 2010 as contracted in the schedule.

“The engine manufacturer, Rolls Royce -Turbomeca, is currently working with the ADF on the root cause, and, in the meantime, the MRH90s have resumed flying operations,” Dr Goennemann said. “Two helicopters have been accepted since the resumption of flying and the MRH90 delivery, testing and training program is now building momentum.”

These first 13 deliveries comprise aircraft assembled to Product Base Line (PBL) 01 and 02 standard. The remaining 33 aircraft will be assembled to PBL 03 standard incorporating enhanced avionics and other systems designed to ease and lighten crew workload. Eventually, the initial 13 MRH90s will be returned to Australian Aerospace and upgraded to PBL 03 standard.

Dr Goennemann said he was also pleased to report that work on a strengthened floor being developed for the Australian MRHs was progressing smoothly and on track for serialised production in 2011.

The new floor, which was not part of the original Defence specification, also provides additional equipment tie-down points. It will be incorporated in the yet-to-be assembled PBL 03 MRHs and, later, retrofitted to the PBL 01 and PBL 02 aircraft.

“In a huge program such as this one, involving complex and advanced technologies, one is often confronted with unexpected engineering challenges”, Dr Goennemann said, “and while we have had our share of them we have never doubted our ability to resolve them together with our customer.”

Capable of carrying 2 pilots, 2 loadmasters and 18 combat troops up to 900km at speeds in excess of 300km/hr, the MRH90 is a fly-by-wire, all-composite construction, medium-lift helicopter with the highest crash-worthiness standards. Chosen by Australia over competing types as part of a program to modernise and rationalise its military helicopter fleet, the MRH90 is the world’s most advanced helicopter in the ten-tonne class.

Australian Aerospace Limited is a wholly owned subsidiary of Eurocopter - a part of the European Aeronautic Defence & Space Group (EADS). Created in 2003 through the merger of Eurocopter International Pacific Limited and Australian Aerospace Pty Ltd, the company has evolved into a major defence supplier to the Australian Government. With more than 1000 staff in Australia and New Zealand and access to the financial strength and expertise of Eurocopter and the EADS Group, the company is well-positioned to manufacture and support civil and military helicopters in the Australia-Pacific region. In addition to its helicopter capabilities, Australian Aerospace has a long history of support to the Australian Defence Force (ADF).

Currently it is assembling and delivering 22 Tiger ARH armed reconnaissance helicopters to the Australian Army and 46 MRH90 multi-role helicopters to the Army and Navy. It also provides support for the RAAF AP3C Orion reconnaissance aircraft and, until recently, the now retired Caribou transport fleet. Last year it commenced a through-life-support role for C-130J Hercules transports. The company is also involved in supporting the RAAF’s new Airbus A330-based Multi-Role Tanker-Transport (MRTT) aircraft.

-ends-

And if you don't buy our helicopter for your Navy, we're going to murder this puppy...

[JimWH]

AD, love your work.
[Even though I think that NH-90 is the best choice for the RAN]

[buglerbilly]

UH-72A Program Update: The U.S. Army Showcases Its UH-72A Lakota to the World

(Source: UH-72A.com; issued Sept. 21, 2010)

The UH-72A Lakota was the center of attention at an unveiling ceremony held earlier this month in Germany, offering military officials from around the world a first-hand look at the U.S. Army’s multi-mission Light Utility Helicopter.

The event – which attracted 23 delegates representing 17 countries – was held in accordance with the 1999 Vienna Document, which requires NATO members to host demonstrations when deploying new types of major weapon or equipment systems.

Eleven Lakotas currently are operating in Germany, seven of which are being used for field exercises where troops are taught to medically evacuate wounded personnel or call for gunships during firefights.

The other four UH-72As were deployed as part of a one-year rotation of the Washington, D.C. National Guard’s 121st Medical Air Ambulance Company. These Lakotas’ current area of operations covers Hohenfels, Germany – where the Army’s Joint Multinational Readiness Center is located – and Grafenwoehr, which is home to the Joint Multinational Training Center.

The unveiling ceremony included an aerial demonstration, a briefing on the Army’s plans for fielding the UH-72A and a question-and-answer session with crewmembers – who detailed how the helicopter’s advanced capabilities reduce their workload.

“With the autopilot system, if we want to just kind of orbit and fulfill our [training role], we can just put a couple points in and the aircraft will fly itself,” said Chief Warrant Officer 3 Harold Eggleston in a Stars and Stripes article.

“It is easier to access the patient on this aircraft,” added paramedic Corporal Roger Miller. “You don’t have to look for things all over the floor like you did in the [UH-1] Huey.” Unlike the Vietnam-era UH-1 – which the Lakota is replacing – there also is enough space to carry two patients.

The Light Utility Helicopter made its European debut in May, with five aircraft arriving for training and support operations at the JMRC. They will be joined by another five UH-72As that are scheduled for delivery in January 2011.

To date, the Army has received more than 110 UH-72As and has plans to acquire a total of 345 aircraft through 2016.

-ends-

[buglerbilly]

Pakistan - Bell 412EP Helicopters

(Source: Defense Security Cooperation Agency; dated Sept. 15, web-posted sept. 23, 2010)

Most will go to the Army and/or Border Guards (of various types)........well thought of helo for their often hot-n-high conditions.......



WASHINGTON --- The Defense Security Cooperation Agency notified Congress on 14 September of a possible Foreign Military Sale to Pakistan of BELL 412EP Helicopters as well as associated equipment and services.

The total value, if all options are exercised, could be as high as $397 million.

The Government of Pakistan has requested a possible sale of up to thirty BELL 412EP Helicopters, spare and repair parts, support equipment, ferry services, air worthiness certification, publications and technical data, personnel training and training equipment, U.S. Government and contractor logistics, engineering, and technical support services, and other related elements of logistics support. The estimated cost is $397 million.

This proposed sale will contribute to the foreign policy and national security of the United States by helping to improve the security of a friendly country that has been and continues to be an important force for economic progress in South Asia and a partner in overseas contingency operations.

The proposed sale of the helicopters will increase Pakistan’s air capabilities to execute counterinsurgency operations, border security, search and rescue, and support for the civilian population in Pakistan. Pakistan, which already has Bell 412EP Helicopters in its inventory, will have no difficulty absorbing these additional helicopters into its armed forces.

The proposed sale of this equipment and support will not alter the basic military balance in the region.

The prime contractor will be Bell Helicopter in Fort Worth, Texas. There are no known offset agreements proposed in connection with this potential sale.

Implementation of this proposed sale will not require the assignment of any additional U. S. Government personnel in country. It is anticipated that two U.G. Government personnel will travel to Pakistan two times per year, one week per trip, for a period of up to five years to provide logistic support services.

There will be no adverse impact on U.S. defense readiness as a result of this proposed sale.

This notice of a potential sale is required by law; it does not mean that the sale has been concluded.

-ends-

[buglerbilly]

Canada - AN/AAQ-24(V) Directional Infrared Countermeasure Systems

(Source: Defense Security Cooperation Agency; dated Sept. 15, web-posted sept. 23, 2010)

WASHINGTON --- The Defense Security Cooperation Agency notified Congress on September 13, of a possible Foreign Military Sale to Canada of 8 AN/AAQ-24(V) Directional Infrared Countermeasure Systems (DIRCMs) as well as associated equipment and services.

The total value, if all options are exercised, could be as high as $72 million.

The Government of Canada has requested a possible sale of 8 AN/AAQ-24(V) Directional Infrared Countermeasure Systems (DIRCMs), which consist of: 16 Small Laser Transmitter Assemblies (SLTA), 54 Missile Approach Warning Sensors AAR-54(V) (MAWS), 11 AN/AAQ-24(V) Processors, 12 AN/AAQ-24(V) Control Indicator Units, and 21 AAQ-24(V) Smart Cards; 2 SLTA, additional spare components which consist of 6 AAR-54(V) (MAWS), 1 AN/AAQ-24(V) Processors, 1 AN/AAQ-24(V) Control Indicator Units, and 4 AN/AAQ-24(V) Smart Cards; support and test equipment, spare and repair parts, publications and technical documentation, personnel training and training equipment, U.S. Government (USG) and contractor engineering, technical and logistics support services, and other related elements of logistical and program support. The estimated cost is $72 million.

The proposed sale will contribute to the foreign policy and national security of the United States by improving the security of a NATO ally that has been, and continues to be, an important force for political stability and economic progress in North America.

The upgrade of Canada’s CH-47F Chinook helicopters with the DIRCM system will allow Canada to use this capability to enhance the survivability of its aircraft and crew for its medium-high lift helicopter (MHLH) mission at home and abroad. The upgraded CH-47F helicopters will be used during deployments into Afghanistan supporting coalition goals and U.S. national objectives. Canada, which already has AN/AAQ-24(V) systems as part of its CC177 (C-17 equivalent) fleet, will have no difficulty absorbing these additional systems.

The proposed sale of this equipment and support will not alter the basic military balance in the region.

The prime contractor will be the Northrop Grumman Systems Corporation in Rolling Meadows, Illinois. There are no known offset agreements proposed in connection with this potential sale.

Implementation of this proposed sale will not require the assignment of any additional U.S. Government or contractor representatives to Canada.

There will be no adverse impact on U.S. defense readiness as a result of this proposed sale.

This notice of a potential sale is required by law; it does not mean that the sale has been concluded.

-ends-

[buglerbilly]

AH-1Z helicopters found operationally effective and suitable



NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. -- The U.S. Marine Corps’ newest attack helicopter, the AH-1Z Cobra has successfully completed its Operational Evaluation (OPEVAL).

On Sept. 24, NAVAIR’s H-1 Upgrades program office received official notification from the Navy’s Commander Operational Test and Evaluation Force that its AH-1Z helicopters were found to be “operationally effective and suitable” and were been recommended for fleet introduction.

“This marks a significant milestone for the program,” said Col. Harry Hewson, program manager for U.S. Marine light and attack helicopters. “The AH-1Z has come a long way through development and it has finally proven itself as a lethal and reliable attack helicopter. The Marines in the fleet are very eager to get their hands on the Zulu and get it into the fight.”

A total of 189 new and remanufactured AH-1Z helicopters are anticipated, with deliveries expected to be complete by the end of 2021.

The AH-1Z Cobra helicopters are part of the U.S. Marine Corps H-1 Upgrade Program. The program’s goal is to replace AH-1W helicopters with new and remanufactured AH-1Zs which provide significantly greater performance, supportability and growth potential over their predecessors.

The evaluation report noted that the AH-1Z fire control and additional weapons delivery modes allowed for improved weapons delivery accuracy, reduced pilot workload, and enhanced employment flexibility compared with the AH-1W.

The H-1 Upgrade Program offers 84 percent “identically” of parts shared between the AH-1Z and UH-1Y helicopters. This commonality reduces lifecycle and training costs and decreases the logistics footprint for both aircraft.

[Milne Bay]

Very nice picture.
What is that piece of plumbing(?) port front side of cockpit?
Puzzled
MB

[buglerbilly]

a low-airspeed air data subsystem, which allows weapons delivery when hovering

IF memory serves me right?

[buglerbilly]

RSAF helicopter makes emergency landing

Posted: 30 September 2010 1633 hrs



SINGAPORE: An RSAF Apache AH-64 helicopter made an emergency landing near a residential area in northern Singapore on Thursday.

The Ministry of Defence (MINDEF) said the helicopter made the emergency landing in an open field between Woodlands Avenue 12 and Woodlands Drive 75 at about 3.30pm.

Channel NewsAsia received a call at around 3.40pm from a member of the public.

Mr Kwek Chee Heng said he was driving past the field when the incident happened.

He described what he saw. "In the beginning, I thought the helicopter had landed for display. But when I looked clearly, the helicopter had broken into two parts - behind and in front. The tail had broken into two parts. And the helicopter was on the side, fallen on the side."

Mr Kwek said the two pilots appeared to be uninjured, adding that they were standing next to the grounded helicopter.

No fire was reported.

A MINDEF statement said there has been no damage to civilian property or injury to personnel.

MINDEF is investigating the incident.



- CNA/ir

[buglerbilly]

More info on this and clearer picture............strange break in the tail section, they must have hit the tail section a right old wallop!

DATE:30/09/10

SOURCE:Flightglobal.com

Pilots escape injury as Singaporean Apache makes emergency landing

By Craig Hoyle

Both crew members of a Republic of Singapore Air Force Boeing AH-64D Apache Longbow attack helicopter escaped injury when they were forced to make an emergency landing on 30 September.

“The helicopter was on a routine maintenance flight when it encountered engine problems. As an emergency drill, the pilots chose an open field away from buildings and populated areas to make an emergency landing,” the defence ministry says.

Both pilots were unhurt in the incident, but the Apache’s tail section separated from the fuselage after impacting the ground. It came to rest some distance away from the aircraft, which remained upright.


Picture via Straits Times/STOMP

The defence ministry says an air force response team has been sent to the site to recover the aircraft, which was not equipped with a mast-mounted Longbow fire control radar.

Singapore’s air force had an active fleet of 20 AH-64Ds prior to the accident. These were delivered between 2002 and 2006, as recorded in Flightglobal’s HeliCAS database. The aircraft are powered by General Electric T700-701C engines.

[Gubler, A.]

It looks like they have chopped the tail off with their own rotor doing some extreme G flight. Happens quite a lot with helicopters flown past the envelope.

[buglerbilly]

DATE:01/10/10

SOURCE:Flightglobal.com

Singapore blames 'mechanical problem' for Apache incident

By Craig Hoyle

A mechanical problem has been blamed for causing an accident involving a Republic of Singapore Air Force (RSAF) Boeing AH-64D Apache Longbow attack helicopter, which was damaged in an emergency landing on 30 September.

“Our preliminary findings are that a mechanical problem was the cause of the incident,” says defence minister Teo Chee Hean. “We are conducting investigations together with the manufacturers of the aircraft,” he adds.

Early reports from Singapore’s defence ministry had identified “engine problems” as having contributed to the mishap, which happened during a maintenance flight. It halted all training activities with its remaining General Electric T700-701C-powered Apaches and T700-401C-engined Sikorsky S-70B Seahawk helicopters pending the results of an inspection of the damaged Apache. This has now been moved to the RSAF’s Sembawang air base.

Speaking during an official visit to India, Teo praised the actions of the Apache’s pilots, who both escaped injury. “Designated flight routes and emergency procedures were followed and these allowed the pilots to land the aircraft in an open field,” he notes. The aircraft’s tail section separated from the fuselage after striking the ground.

“Our next steps are to make sure that we do a thorough investigation to find the root cause,” Teo says. “We will thoroughly inspect our Apaches and Seahawks before any decision is made to resume flying of these aircraft.”

[Milne Bay]

ABC News is reporting:
New Army choppers not combat-ready till 2012

Posted 24 minutes ago

The Minister for Defence Science and Personnel says he is not concerned that Australia's attack helicopter fleet will not be ready for full combat until December 2012.

The Army decommissioned its Kiowa helicopter fleet last year and has been training with 18 of 22 Tiger helicopters ordered to replace them.

The Defence Department says the Tigers will not be ready for full combat for two years.

But Minister Warren Snowdon says the process of deploying the helicopters is satisfactory.

"The issue here is that we've got a process for incorporating into the Army's air wing, that process is in training," he said.

"They are going through development processes. They will be deployed at a time when their work [operations] are complete and when they've got them fully operational, and not before then."

[buglerbilly]

DATE:11/10/10

SOURCE:Flight International

Bell starts up helo demonstrator to boost Kiowa Warrior

By Stephen Trimble

Bell Helicopter is building a new demonstrator aircraft to prove the OH-58D Kiowa Warrior can remain a viable, long-term option even as the US Army seeks a huge boost in performance.

Inside Bell's Xworx advanced programmes group, a re-acquired 206B1 JetRanger is being heavily modified. First, the aircraft will be converted into the OH-58D design on which the 206B is based.

Then Bell's staff will install a new engine with 50% more power than the 650shp Rolls-Royce Model 250 CR30. Honeywell has provided a 975shp HTS900-2, the engine originally built to power the now-cancelled Bell ARH-70 armed reconnaissance helicopter.

With the extra power, Bell's Xworx team hopes to show the army that the OH-58D can be upgraded to meet the army's potential demand for an aircraft that can hover out of ground effect at 6,000ft on a 35ºC (95ºF) day.



Michael Miller, executive director of Bell's military aircraft operations, concedes the goal may be difficult to achieve.

"I don't think it will hit that" performance target, Miller says.

But Bell wants to prove that the OH-58D has the growth capacity to approach the army's emerging needs for a more powerful scout helicopter.

Integrating the HTS900-2 engine requires other major changes for the OH-58D, Miller says. For the demonstrator, Xworx is integrating the transmission from the 407 and the tail rotor from the 427 helicopters. The engine cowling for the HTS900-2 also is significantly larger.



Miller declined to provide a timeline for first flight of the demonstrator. A tour of the aircraft on the shop floor at Xworx showed that the cabin structure is nearly complete, but the engine, power system and cockpit systems have not yet been integrated.

The full-scale demonstrator - a first for Bell in several years - will join several candidates for a possible future army contract.

The army is still considering options for an armed aerial scout (AAS) helicopter that may replace the OH-58D. An analysis of alternatives is scheduled to be completed by April 2011.

The Kiowa Warrior remains in heavy demand in operations in Afghanistan and Iraq, but the type's limits are showing. The OH-58D was introduced in the early 1980s as an interim scout helicopter, but two attempts to replace it with the RAH-66 Comanche and ARH-70 Arapaho have failed.

Meanwhile, EADS North America has teamed up with Lockheed Martin to offer the AS645 scout helicopter, which is based on the Eurocopter EC145. Boeing also has proposed the stretched AH-6S Little Bird. Sikorsky, however, is offering the high-speed X2 compound helicopter.

[buglerbilly]

Ares

A Defense Technology Blog

Helo Handover

Posted by Robert Wall at 10/12/2010 4:52 AM CDT

Strange, most Forces are moving helo's across to the Army...........:dunno

As part of the German military's review of its force structure, there are growing indications the army will lose some of its helicopter force and have to hand over those responsibilities to the Luftwaffe.

At stake is the future of the CH-53 fleet, which has been used heavily in Afghanistan. A service official says a final decision has not been taken, but there are growing indications in Germany that the change will indeed take place.

The fall out in terms of basing structure also is not clear, yet.

Also uncertain is how the NH90 fleet will be divided. Currently, both the army and air force are tagged as operators of the system.

The Tiger force would remain with the army, although its size could come down as part of a larger effort to trim procurement spending

[buglerbilly]

Tiger helicopters ready to fly: maker

Dan Oakes, Marseille

October 16, 2010

AUSTRALIAN attack helicopters are unable to operate in Afghanistan because Defence has insisted on ultra-strict night flying specifications, according to an aircraft manufacturer.

Head of Eurocopter's government programs Dominique Maudet told The Age yesterday that Defence wanted a standard of external lighting above and beyond that used on similar Tiger helicopters the French military had flown successfully in Afghanistan in the past year.

The disclosure came a day after the Australian Defence Force urged the Dutch government to keep its Apache attack helicopters in Oruzgan province, while simultaneously claiming the Tigers were not needed in the restive southern province.

''The French have flown more than 1300 hours in Afghanistan with the current lighting system,'' Mr Maudet said. ''The specificity of the Australian request will be met by this modification, but [the existing system] does not prevent at all the Tiger to fly at night.''

Mr Maudet believes the request stems from incidents in the past involving other makes of helicopter.

In 1996, 18 soldiers were killed when two Blackhawk helicopters crashed during a training exercise near Townsville. There were claims, later disproved, that the crash was due to defective night-vision goggles.

''Australia has very, very high sensitivity about this issue in the past, which led the Commonwealth of Australia to very specific demands compared to the French,'' Mr Maudet said.

The Coalition recently called for six Tiger attack helicopters, additional troops and other military hardware to be sent to Afghanistan.

Australian troops make up 1500 of the 1800-strong coalition contingent in Oruzgan, but they rely on logistical support from other nations in the combined force.

Defence has said it could be two years before Australia's Tiger helicopters are ready for deployment in Afghanistan Mr Maudet said 13 of 22 Tigers ordered had been delivered.

Dan Oakes travelled to Marseille on a tour sponsored by Eurocopter.

[buglerbilly]

Apache landing due to corroded valve

By Mustafa Shafawi | Posted: 18 October 2010 1509 hrs

SINGAPORE: Deputy Prime Minister and Defence Minister Teo Chee Hean said investigations showed that a defective component in an Apache helicopter was the cause for an emergency landing last month.

The defective component led to the loss of power and shut-down of both engines during flight, forcing pilots to make an emergency landing in an open field in Woodlands.

Speaking in Parliament, Mr Teo said the defective component was the Anti-Ice Start Bleed Valve (AISBV).

The AISBV in both engines were found internally corroded when opened up by the manufacturer.

The defect was caused by corrosion in the valve which occurred over time.

The investigation then focused on why the AISBV was corroded.

Mr Teo said there was no evidence that there were manufacturing defects in those valves.

The RSAF maintenance crew have also followed the required maintenance procedures specified by the manufacturer for the aircraft, including the AISBV.

Prior to this, there were no reported incidents of the same nature.

Currently, there are no stipulated maintenance checks that would allow such internal corrosion in the AISBV to be detected by the maintainers.

The Defence Minister said the maintenance procedure does not call for the RSAF to open up the AISBV.

This can be done only by the manufacturer.

As stipulated by the manufacturer, the AISBV needs to be replaced only after a fault code appears in the aircraft computer during flight, or when running the engine on the ground for tests.

Mr Teo said the maintenance procedures are now being studied with the manufacturers to see if they need to be modified.

This is so that corrosion which occurs inside a valve can be prevented, detected and corrected should it occur.

To ensure the helicopters are fitted only with valves that operate properly, Mr Teo said the RSAF will replace all existing valves and the engines tested thoroughly before each helicopter is cleared for flying.

Having also reviewed and established that the RSAF's maintenance, flight and training safety procedures are sound, Mr Teo said the Apache and the SeaHawk helicopters would progressively resume flying this week.

-CNA/wk

[buglerbilly]

U.S. Marines Eye AH-1Z Full-Rate Production

Oct 20, 2010

By Amy Butler
Washington



With a successful operational evaluation in hand, the U.S. Marine Corps is planning to request approval for full-rate production of the new AH-1Z attack helicopter after a years-long shortfall.

The Defense Acquisition Board is set to review the program in early November, says Col. Harry Hewson, who manages the Huey and Cobra upgrade programs for the Naval Air Systems Command.

The Navy declared the AH-1Z Viper (also known as the Zulu) operationally effective and suitable following the final operational evaluation period for the program last month. Lt. Gen. George Trautman, deputy Marine commandant for aviation, says operational testers expressed some concern about the supportability of the Zulu, but that has been resolved.

This progress has come after challenges with the H-1 upgrade program, which includes the upgrade to the AH-1Z and UH-1Y configurations. Bell Helicopter, the prime contractor, had design and management problems, and at one point the Navy canvassed industry for alternatives. But the recent nod for the Zulu from the testing community will allow the Marine Corps to get past those issues and begin concentrating on modernizing its helicopter fleet as the demands of war in Afghanistan continue to stretch the service.

The Marines are buying 189 Zulus, 58 of which are new-build helicopters with the remainder being upgrades to the AH-1Ws (Whiskeys) now in the fleet. Bell Helicopter is the prime contractor for both the UH-1Y Yankee and AH-1Z Zulu upgrade efforts. The Navy is paying for 160 UH-1N armed utility helos to be upgraded to the UH-1Y standard. The total Huey/Cobra upgrade cost is $12.1 billion.

The average age of the AH-1W fleet is 20 years, while that of the UH-1N is 36 years, according to the Fiscal 2011 Marine Corps Aviation Plan, signed last month by Trautman.

Navy officials had planned to procure 226 Zulus but decreased the number to account for a reshaping of the Marine Corps light attack helicopter squadrons. The Yankee has undergone two full deployments (including ship operations and activities in Afghanistan), and Col. Scott McGowan, Marine Corps headquarters branch head for aviation plans, programs and budget, says that it has “reclaimed the utility mission” for the USMC. Previously, the squadron mix was to be 18 Zulus and nine Yankees per unit; that was rebalanced this year to 15 Zulus and 12 Yankees. “Cobra is optimized for precision weapons. Yankee will never do that as well,” McGowan says. “But when you add it all up across the full spectrum of combat operations, . . . it looks like a better mix for us.”

To date, Bell is on contract to deliver 70 Yankees and 28 Zulus; 31 UH-1Y and 11 AH-1Zs have been delivered, Hewson says. Two of each type were used for developmental testing and will be retained as test assets.

Despite two cost overruns, Hewson says Bell is now “meeting budget dead on” for the upgrades, and the company is operating under firm fixed-price contracts for procurement.

Reliability problems that Hewson says were mostly software-related cropped up with Zulu parts earlier in the program. An attempt at a Zulu operational evaluation was botched in part because the Navy used developmental target sight systems, not production versions, due to budget constraints. They were not reliable for the testing phase, Hewson says. The most recent operational evaluation included production versions of the Lockheed Martin AN/AAQ-30 target sight system.

The Marine Corps decided to prioritize fielding of the Yankees to reduce the number of AH-1Ws pulled out of service for upgrades and to work through the parts reliability issues. The service continues to suffer a shortfall in attack helicopter capacity, McGowan says. It is 52 attack helicopters short and only 58 new-builds are expected. This is viewed as the minimum amount needed for the Corps to handle its missions, as there are few extra helicopters included for attrition reserve. McGowan says the Marines are knowingly taking some risk in this area.

Hewson says the new-build Zulus will take priority in the short term to reduce the number of Whiskeys that have to come out of active duty for the upgrade.

Full-rate production began on the Yankee last year and the first two new-build AH-1Zs were put on contract this year. And before operational evaluation of the Zulu, the Navy conducted a “full shakedown” last year to ensure the problems were ironed out prior to the formal testing phase.

The Zulu has been cleared to use all Hellfire missile variants, 2.75-in. rockets, the 20-mm. gun and AIM-9 anti-aircraft missile series. It is a threshold platform for the Joint Air-to-Ground Missile, for which a competition is underway; it is expected to enter service in 2016. Testing recently wrapped up for use of the Advanced Precision Kill Weapon System (APKWS) on the AH-1W, and it will be integrated onto the Yankee by the end of 2011 in preparation for insertion onto the Zulu in 2012.

Photo: USMC

[buglerbilly]

Australian Aerospace MRH90 Helicopters On Track, On Time

(Source: Australian Aerospace; issued Sept. 21, 2010)

Leading defence contractor, Australian Aerospace Limited, says it is on track to meet its 2010 schedule for deliveries of NH90 MRH multi-role helicopters to the Australian Defence Force (ADF).

Australian Aerospace, which produces the MRH90s at its final assembly facility on Brisbane Airport, delivered its 13th MRH90 on 3 September 2010. Another three helicopters are scheduled to be delivered by the end of the year.

A total of 46 MRH90s have been ordered by the Army and Navy to replace existing Black Hawk and Sea King helicopters.

Dr Jens Goennemann, Chief Executive Officer Australian Aerospace said he was pleased to report that the delivery program is progressing well despite a temporary cessation of flying operations earlier this year when an MRH90 experienced a shutdown of one of its two engines. Australian Aerospace is on track to deliver all MRH90s during 2010 as contracted in the schedule.

“The engine manufacturer, Rolls Royce -Turbomeca, is currently working with the ADF on the root cause, and, in the meantime, the MRH90s have resumed flying operations,” Dr Goennemann said. “Two helicopters have been accepted since the resumption of flying and the MRH90 delivery, testing and training program is now building momentum.”

These first 13 deliveries comprise aircraft assembled to Product Base Line (PBL) 01 and 02 standard. The remaining 33 aircraft will be assembled to PBL 03 standard incorporating enhanced avionics and other systems designed to ease and lighten crew workload. Eventually, the initial 13 MRH90s will be returned to Australian Aerospace and upgraded to PBL 03 standard.

Dr Goennemann said he was also pleased to report that work on a strengthened floor being developed for the Australian MRHs was progressing smoothly and on track for serialised production in 2011.

The new floor, which was not part of the original Defence specification, also provides additional equipment tie-down points. It will be incorporated in the yet-to-be assembled PBL 03 MRHs and, later, retrofitted to the PBL 01 and PBL 02 aircraft.

“In a huge program such as this one, involving complex and advanced technologies, one is often confronted with unexpected engineering challenges”, Dr Goennemann said, “and while we have had our share of them we have never doubted our ability to resolve them together with our customer.”

Capable of carrying 2 pilots, 2 loadmasters and 18 combat troops up to 900km at speeds in excess of 300km/hr, the MRH90 is a fly-by-wire, all-composite construction, medium-lift helicopter with the highest crash-worthiness standards. Chosen by Australia over competing types as part of a program to modernise and rationalise its military helicopter fleet, the MRH90 is the world’s most advanced helicopter in the ten-tonne class.

Australian Aerospace Limited is a wholly owned subsidiary of Eurocopter - a part of the European Aeronautic Defence & Space Group (EADS). Created in 2003 through the merger of Eurocopter International Pacific Limited and Australian Aerospace Pty Ltd, the company has evolved into a major defence supplier to the Australian Government. With more than 1000 staff in Australia and New Zealand and access to the financial strength and expertise of Eurocopter and the EADS Group, the company is well-positioned to manufacture and support civil and military helicopters in the Australia-Pacific region. In addition to its helicopter capabilities, Australian Aerospace has a long history of support to the Australian Defence Force (ADF).

Currently it is assembling and delivering 22 Tiger ARH armed reconnaissance helicopters to the Australian Army and 46 MRH90 multi-role helicopters to the Army and Navy. It also provides support for the RAAF AP3C Orion reconnaissance aircraft and, until recently, the now retired Caribou transport fleet. Last year it commenced a through-life-support role for C-130J Hercules transports. The company is also involved in supporting the RAAF’s new Airbus A330-based Multi-Role Tanker-Transport (MRTT) aircraft.

-ends-

[Exsandgroper]

Tiger ready to bare its teeth in Australia's military machine
Paul D. Johnstone From: The Australian October 23, 2010 12:00AM

SPECIAL REPORT

THE Eurocopter Tiger EC145 has been purchased to replace the ageing Vietnam-era Bell 206B-1 Kiowa and UH-1-H Iroquois gunship Bushranger helicopters and to bring new modern capabilities essential for 21st-century fighting.
The Tiger armed reconnaissance helicopter program, known as Project Air 87, has provided high-end technology transfers, science and engineering facilities, and a new skills base within Australia.

One element is the $15 million composite fibre material manufacturing plant in Brisbane which produces key components for the Australian Army Tiger and contributes to the global supply chain.

The Brisbane-based facility has paved the way for the construction of the 46 MRH-90 (multi-role) helicopters for the army and navy, and may provide a strong argument for the replacement of the S-70B-2 Navy Seahawks, Sea Kings MK50A and scrapped SH-2G(A) Sea Sprites under Project AIR 9000 with the NF-90 helicopter.

Currently, 18 of the 22 ARH have been delivered to the army. This facility will also provide support in terms of repairs, modifications, overhauls and upgrades.

The Tiger is currently undergoing acceptance into operational service with the army's 1st Aviation Regiment at Robertson Barracks in Darwin and final operational capability is programmed for December 2012.

The first aviation regiment will be deploying to Exercise Hamel 2010, a command field training exercise near Townsville in early November. The aircraft will fly reconnaissance, airmobile escort and close combat attack missions as part of an aviation battle group in support of army's 3rd Brigade. The regiment will be deploying a squadron's worth of ARH by C-17 III Globemaster aircraft from Darwin to Townsville in early October and on completion of the exercise, the helicopters will then return by self-deployment.

The Tiger ARH will be firing its chin-mounted 30mm gun, 70mm/2.75 inch rockets and AGM-114 Hellfire missiles during the exercise culminating in a live-fire exercise with the brigade battle groups.

Defence has ensured that the Australian Army is a member of what is known as the Tiger Build-up Group (TBG). The purpose of the TBG is to facilitate networking between all current military operators of the Tiger -- France, Germany and Spain.

The Defence Materiel Organisation and Australian Army representatives attended TBG 16 in Germany last month.

France has sent its Tiger helicopter to support both French and coalition forces in Afghanistan, and the Australian Army has taken the opportunity to observe the French using the Tiger there.

One outcome has been a general understanding of logistic and technical support the French Army HAP version has in place.

Another outcome of this active deployment has been that the French have developed an immediate extraction technique that could see a downed pilot rescued by sitting on one of the Tiger's main wheels.

And adapting the system to better filter the fine destructive dust, upgrades to weapons and software, and tactics to operate in difficult flying conditions such as extremely high altitudes with its thin air have been some of the recent developments.

The fleet of three EC665 Tiger HAPs, operated by the French Army's 5th Combat Helicopter Regiment, have now logged more than 1000 flight hours in Afghanistan in less than a year.

With an incredibly high availability rate of 90 per cent in extremely harsh operating conditions, the Tiger has demonstrated excellent performance and operation levels for both reconnaissance missions and combat support.

Given that Australia has forces actively deployed within Afghanistan potentially Aussie Tigers could be deployed there to provide support in the future. Regardless of whether the ARH is deployed to Afghanistan, valuable lessons are being learned, sharpening both the teeth and claws of the ARH's capabilities.

The composite airframe of the ARH Tiger is made from 80 per cent carbon fibre-reinforced polymer and kevlar, 11 per cent aluminium, and 6 per cent titanium. Not only does this mean it is extremely strong it can also resist heavy combat damage, foreign object debris and bird strikes. Its ability to be based on a ship is not an issue.

The suitability of the Tiger for seaborne operations, including weapons loading, has already been demonstrated successfully by the French Navy in heavy seas.

The requirement for the ARH Tiger to operate on the LPA has also been recently tested on HMAS Kanimbla amphibious ship. Based upon these successful demonstrations and subject to any limitations to be assessed as part of flight trials, it is expected the ARH Tiger can easily be transitioned to operations off thenavy's soon-to-be-acquired Canberra-class amphibious ships.

In the future, this might mean the Tiger may escort MRH-90, Seahawk, Chinook or NF-90 helicopters ashore from the deck of a RAN Canberra-class ship, support main battle tanks, cover the medical evacuations of injured troops from the battlefield or attack entrenched enemy forces.

The ARH Tigers and Australia's 1st Aviation Regiment are on their way towards providing a modern capability support for the Australian Army and its allies.

Cheers

[buglerbilly]

DATE:26/10/10

SOURCE:Flight International

Boeing gets US Army green light for Apache Block IIIs

By Greg Waldron

The United States Army has awarded Boeing a contract to begin low rate initial production of AH-64D Apache Block III attack helicopters.

The $247 million contract signed on 22 October covers the production of eight units of the latest variant of the helicopter in the Lot 1 configuration, says Boeing. It follows an acquisition decision memorandum signed by the Department of Defense on 7 October, which authorised the programme to enter the LRIP phase to produce 51 aircraft.

The aircraft will be assembled and tested at the Boeing facility in Mesa, Arizona. The army's objective is to have 690 Block IIIs, says Boeing.

Washington announced recently that Saudi Arabia could acquire more than 150 new helicopters, including 36 Apache Block IIIs, from the USA under acquisitions worth a combined $25.6 billion. In addition, Taiwan is due to receive 30 Apache Block IIIs under a 2008 weapons deal cleared by the Bush administration.

The Block III Apaches offer an improved drive system with the GE T700-701D engine, composite main rotor blades, a new split-torque face gear transmission, and improved networked communications, says Boeing.

[buglerbilly]

EADS North America's Armed Aerial Scout 72X Team Prepares for First Flight of the Initial Technical Demonstration Aircraft

(Source: EADS North America; issued October 25, 2010)



ARLINGTON, VA --- EADS North America announced today at the Association of the U.S. Army annual convention that its Armed Aerial Scout 72X (AAS-72X) industry team is preparing for the first flight of one of three company-funded Technical Demonstration Aircraft (TDA).

The EADS North America-led industry team, comprised of Lockheed Martin, Eurocopter and American Eurocopter, is developing three AAS-72X aircraft to demonstrate the total capability of the aircraft with a fully-integrated Mission Equipment Package (MEP). The initial flight of the first demonstrator aircraft is scheduled to occur in December.

"First flight is a key milestone that moves us down the technical path to demonstrating the capabilities of the aircraft and reflects our commitment to our Army customer and this important warfighting requirement," said Sean O'Keefe, CEO of EADS North America.

In July 2009, the AAS-72X industry team conducted a series of successful high/hot test flights that achieved all test objectives including flight endurance with a 2,300-pound simulated MEP.

Since that time other advancements on the program include the development of the MEP Systems Integration Laboratory at Lockheed Martin's Orlando, Fla. facility.

"Lockheed Martin is making significant progress in the maturation of the AAS-72X state-of-the-art MEP," said Bob Gunning, Lockheed Martin Missiles and Fire Control vice president of Fire Control programs. "We are leveraging our expertise from other combat-proven rotary- and fixed-wing programs to develop the lowest risk MEP. The first flight in December marks a significant milestone in our path towards flying a production prototype."

As a highly capable helicopter for the Armed Aerial Scout mission, the AAS-72X combines twin-engine safety, high and hot operating performance and a large cabin for true multi-role capability. The AAS-72X is derived from the same family of aircraft as the UH-72A Lakota Light Utility Helicopter, offering a low-risk evolution of the U.S. Army's newest rotary-wing aircraft, which is widely considered one of the most successful acquisition programs in the service's history.

Production of the AAS-72X would take place at the Columbus, Miss. helicopter center of excellence operated by EADS North America's subsidiary American Eurocopter, where the UH-72A currently is assembled for the U.S. Army. EADS North America has delivered more than 100 UH-72As on time and within budget.

EADS North America is the North American operation of EADS, a global leader in aerospace, defense and related services. As a leader in all sectors of defense and homeland security, EADS North America and its parent company, EADS, contribute over $11 billion to the U.S. economy annually and support more than 200,000 American jobs through its network of suppliers and services. Operating in 17 states, EADS North America offers a broad array of advanced solutions to its customers in the commercial, homeland security, aerospace and defense markets.

-ends-

[buglerbilly]

DATE:27/10/10

SOURCE:Flight International

US Army inserts new fuselages for Block III Apache

By Stephen Trimble

The US Army has added new fuselages to the list of power and electronic upgrades planned for the Block III version of the Boeing AH-64D Apache Longbow.

The upgrade, scheduled to begin as full-rate production starts in fiscal year 2013, reduces the airframe design life to zero, says Mike Burke, Boeing's director of army rotorcraft business development.

Although the airframes will be new, army officials continue to insist the Block III programme is a remanufacturing project.

"We have had struggles getting people to understand that [the Block III version] is not a new aircraft," says Col Shane Openshaw, AH-64 project manager. "[The new airframe] is just one other element of a remanufactured aircraft that we're adding."

In the first two lots of low-rate initial production, Boeing reuses the airframe, but adds a new engine, rotor blades, drive train and avionics. As full-rate production begins, the airframe also will be new.

"There's still a healthy reused component on the remanufactured aircraft," Openshaw says. "If you just think about the fuselage as another line replaceable unit - it's a big one, size-wise. In terms of the cost and scope of the remanufacturing [programme], it's just an LRU."

First delivery of a production version of the Block III Apache is scheduled for October 2011. The army signed a $247 million contract on 22 October to buy the first aircraft in the first lot of LRIP.

Meanwhile, the army also is considering new upgrades beyond the Block III programme for its planned 690-aircraft Apache fleet. After integrating Lockheed Martin's modernised target acquisition detection system/pilot night vision system (MTADS/PNVS), the service now plans to replace the "day" systems on the aircraft's nose-mounted sensor.

The army first will start replacing a laser designator starting in FY2013, followed by the electro-optical camera several years later.

"There are things we are going to have to do this aircraft," Openshaw says. "I would say the book is open on what they could be."

[buglerbilly]

DATE:27/10/10

SOURCE:Flight International

Kiowa Warrior steals spotlight at AUSA

By Stephen Trimble

After surviving two attempts to field a replacement scout helicopter, the Bell Helicopter OH-58D Kiowa Warrior is only getting stronger as the US Army considers a wide range of options for its future.

The Kiowa Warrior assumed a starring role on the service's biggest stage - the annual convention of the Association of the US Army. Service officials revealed a new "Fox" model called the OH-58F, featuring long-awaited cockpit and sensor upgrades for its 26-year-old scout helicopter fleet.

The army also announced that Bell is resuming a production line for Kiowa Warrior conversions that has lain dormant for about 15 years. The goal is to replace 43 OH-58Ds lost in accidents and combat since 2003 with remanufactured aircraft.


The US Army is considering a range of options for the future of the Bell Helicopter OH-58D. Picture: US Army

Both steps are strong endorsements in the future of an aircraft that could again be recommended for retirement within six months.

An ongoing analysis of alternatives, commissioned in the wake of the 2007 cancellation of the Bell ARH-70 Arapaho armed reconnaissance helicopter, is setting the course for the future of the army's scout helicopter fleet.

Army officials decline to release any new preliminary findings, but confirm that a solely unmanned solution has been ruled out.

When the study is complete in the second quarter of next year, army planners could still point in any of several directions. One option is to launch a new development programme for a high-speed aircraft, with the newly unveiled Sikorsky S-97 Raider as a top candidate.

Another option is to park the Kiowa Warrior fleet for an off-the-shelf aircraft that can meet the army's most demanding new requirement for so-called "high-hot" capability.

In mountainous Afghanistan, the OH-58D lacks enough power to fly missions when hovering out of ground effect at 6,000ft (1,830m) on a 35°C (95°F) day.

EADS North America and Lockheed Martin have teamed to adapt the UH-72 Lakota utility helicopter into an armed scout. Three of the AAS-72X demonstrators are now in development. AgustaWestland, meanwhile, would offer a militarised variant of its AW119.

But the army may decide to capitalise on its current investments in the OH-58D, which include integrating a digitally based glass cockpit and a nose-mounted Raytheon common sensor payload.

However, as the OH-58D fails to meet the new standard for high-hot performance, Bell is proposing to replace its Rolls-Royce Model 250-CR30 engine with Honeywell's HTS900-2: a 50% more powerful alternative leveraged from the cancelled ARH-70. R-R, however, has countered with an offer to increase the 250's thrust by up to 12%.

If preserving the OH-58D is the army's preferred approach, it also can look at an offer from AVX, a Texas-based start-up founded by mostly former Bell engineers.

AVX is proposing to transform the OH-58D into a compound helicopter with about 25% greater speed. The development could be made at a fraction of the cost of Bell's re-engining programme, AVX claims.

[buglerbilly]

DATE:03/11/10

SOURCE:Flight International

Boeing proposes to beat Kiowa upgrades with AH-6S

By Stephen Trimble

Boeing is now pitching the AH-6S helicopter as a less costly alternative for the US Army than upgrading 330 Bell Helicopter OH-58D Kiowa Warrior scouts.

The provocative claim challenges a plan to install a new avionics suite and a nose-mounted sensor on the OH-58D, and reflects rising doubts about the army's commitment to replace the Kiowa Warrior with an armed aerial scout helicopter.

"An upgraded Kiowa Warrior will not beat the operational performance of [the AH-6S]," says Mike Burke, Boeing's director of strike rotorcraft business development.


© Rex Features
Boeing is pitching its AH-6S as a less costly alternative for the US Army than upgrading its 330 Bell Helicopter OH-58D Kiowa Warrior scouts (above)

Burke, speaking at the Association of the US Army's annual convention in Washington DC, claimed the six-bladed rotor system on the AH-6S allows the aircraft to fly faster at low altitudes and achieve the army's new standard for hovering at 6,000ft (1,830m) on a 35°C (95°F) day.

Even with the current upgrades proposed for the Kiowa Warrior, Burke believes the OH-58D will still not be able to hover at 4,000ft in hot weather.

Bell is internally investing to re-engine the OH-58D with the 50% more powerful Honeywell HTS900-2.

The new AH-6S also includes a more powerful engine, stretched fuselage and 84% commonality with the cockpit software of the army's Boeing AH-64 Apache Longbow Block III attack helicopter.

[buglerbilly]

Turkey orders nine more T129 helicopters

November 09, 2010



AgustaWestland, a Finmeccanica company, is pleased to announce that it has been awarded a contract for nine T129 combat helicopters. The contract is valued at €150 million also including a spare parts package. The nine T129 helicopters will be assembled by Turkish Aerospace Industries, Inc. (TAI) and delivered by mid 2012 in a basic configuration, one year earlier of the 51 T129s already on order. This contract increases the total ordered by the Turkish Land Forces Command to 60.

TAI is the Prime Contractor for the overall ATAK Programme, with ASELSAN as the supplier of avionics and mission equipments while AgustaWestland is acting as subcontractor to TAI. As the Prime Contractor of the ATAK Program, TAI is responsible for ensuring the T129 ATAK helicopter meets all the operational requirements of the Turkish Land Forces Command.

"I am delighted that the order for nine additional T129 helicopters has been executed today at SSM," Giuseppe Orsi, CEO, AgustaWestland said. "The announcement at this stage of the programme confirms again customer's confidence in the capabilities of the platform as well as the ability of the ATAK Team to manage on schedule the development of the most important Turkish aerospace programme ever. Moreover it confirms how the partnership between AgustaWestland and its partners is able to effectively respond to customer's urgent requirements allowing the Turkish Land Forces to achieved T129 operational readiness one year earlier".

The T129 programme continues to the planned schedule with both the System Requirements Review and Preliminary Design Review completed in 2009. The Critical Design Review will be completed shortly, with significant improvements introduced to add additional sophisticated mission equipments specified by the Turkish Land Force Command and SSM, including the new indigenously design and develop UMTAS missile. Prototypes are being assembled in both Italy and Turkey starting their flight test program in January 2011.

Source: AgustaWestland

[buglerbilly]

DATE:10/11/10

SOURCE:Flight International

Kazakhstan seeks defence deal for 45 EC145s

By Craig Hoyle

One would expect a significant number of thee aircraft to go to Army and/or Para-military groups within the Khazak Armed Forces especially as they have major drug smuggling and terrorist problems, the two areas sometimes (often?) inter-twined.............

Kazakhstan could acquire up to 45 Eurocopter EC145 medium-twin helicopters for military applications, under a new memorandum of understanding signed with the European company, its parent EADS and the nation's defence ministry.

Eurocopter says the nation should take delivery of the new aircraft within a six-year period under the proposed deal, which was signed by Kazakh president Nursultan Abishuly Nazarbayev during his visit to France in late October.

A related agreement calls for the establishment of a new joint venture with local company Kazakhstan Engineering, which will complete the newly designated KH145s in Astana. It should deliver the first batch of six aircraft in late 2011, Eurocopter says, with the co-production pact expected to become operational next month. "The agreement also includes the development of local maintenance and training activities," the company adds.

Eurocopter chief executive Lutz Bertling says the arrangement will create "several hundreds of highly qualified jobs" and also "foster helicopter usage in Kazakhstan". He also believes the new joint venture will be able to compete for additional business in Belarus, Russia and central Asia, with other applications including parapublic operations and supporting the oil and gas sector.

Sales of the EC145 have now topped 400 aircraft, Eurocopter says. This includes the UH-72A Lakota variant being delivered to the US Army by American Eurocopter under the service's light utility helicopter programme. The company has so far handed over its 114 of the aircraft, says Flightglobal's HeliCAS database.


© American Eurocopter

Kazakhstan Engineering also recently signed a memorandum of co-operation with France's Sagem on a proposed joint venture to produce, sell and market tactical unmanned air vehicles.

[buglerbilly]

DATE:12/11/10

SOURCE:Flight International

Italian army reveals AW129 upgrade plan

By Luca Peruzzi

Italy's army aviation command plans to upgrade its AgustaWestland AW129C attack helicopters to a new G19 configuration, having recently obtained approval from the nation's Parliament.

A key element of the project will be to install a new observation, targeting and weapon system comprising Rafael's Toplite sight unit and Spike ER air-to-surface missile. AgustaWestland will manage the upgrade, with Selex Galileo providing its mission-system interface unit and software.

Before the end of the year, a development-and-integration contract will be awarded for 32 systems, plus options for another 16. The deal is expected to be worth around €200 million ($275 million), and the work is due to be completed in 2014.

The upgrade will give the army's Mangustas enhanced target detection, identification and tracking performance by day or night, and an extended-range strike capability.


© Italian army

The army has an aviation battalion with 10 AW129Cs in Afghanistan, with the aircraft providing protection for Italian and coalition ground forces. They also support Italy's deployed transport helicopters, which include five Boeing CH-47Cs and six Agusta/Bell AB205s.

Meanwhile, the army will receive eight more NH Industries NH90 tactical transport helicopters between the end of this year and the middle of 2011 in the enhanced IOC+ standard. Featuring updated mission software and Oto Melara 7.62mm Gatling guns and capable of higher-altitude operations and rear ramp use, the aircraft follow will 12 already received in the IOC and IOC+ versions.

Next year, the army will also receive its first AAI RQ-7B Shadow unmanned air systems, under a $64 million deal signed earlier this year. A total of 16 Shadow air vehicles will be delivered by 2014.

[buglerbilly]

UK Army Air Corps acquires Australian aircrewman simulator

November 16, 2010

The UK Ministry of Defence has signed a deal with Australian based company, Virtual Simulation Systems (VSS, established by the founder of the popular VBS series of software, David Lagettie) for the lease of a Complete Aircrew Training System (CATS) for up to 3 years.

The system will be delivered to the Army Air Corps' 7 (Trg) Regt AAC at the Famous WWII Airfield, Middle Wallop.

The CATS simulator will provide the AAC with the ability to teach their ab-initio Aircrewmen everything from basic circuit work and voice marshalling right up through formation flying with NVGs in an operational virtual environment.

The CATS is a revolutionary new immersive simulator which combines all 3 basic crewman skill sets of rotor clearances, rescue hoist operations and external load operations into the one training device, in addition to a raft of advanced functions and capabilities. VSS will also be providing a simulated M134 minigun on a short-term trial basis for Virtual Door Gunnery.

Never before has a training simulator for Helicopter back-seat crewmen been able to simulate so many tasks. Among CATS unique features are a reconfigurable mock-up that can suit several different airframes, from Bell 412 to CH-47, a virtual hoist system, high-fidelity door gunnery (with VR or projection domes) and airborne sniping.

The MoD's first CATS unit will be operational at Middle Wallop by Christmas this year.

Source: Virtual Simulation Systems

[buglerbilly]

Heli-Power 2010: UK procurement chiefs come to terms with SDSR

November 18, 2010



The future make-up of the UK's military helicopter fleet remains unclear following the release of the government's Strategic Defence and Security Review (SDSR) as acquisition officials mull over its ramifications.

At the Heli-Power 2010 conference in London on 17-18 November a common theme frequently touched on by unit chiefs and Ministry of Defence officials was the uncertainty surrounding future force levels.

While several noted that the SDSR's affect on the UK's Rotary Wing Strategy was not as bad as it might have been, the three services are still coming to terms with the restrictions the findings of the review have placed upon them.

Lieutenant General Gary Coward, chief of materiel for land at Defence Equipment and Support, said the results of the SDSR had introduced ‘an element of risk' but added that this was manageable.

‘From a helicopter point of view, we are not going to have as much capability as we had planned through the rotary strategy [announced] before SDSR. We lost a number of platforms but, I have to admit, in the lead-up to the announcement we were staring greater gloom in the face,' Coward said.

‘So given the financial situation we find ourselves in - with one or two exceptions which I would find it too difficult to go into in this forum - I think we have come out of it reasonably well.'

However, Coward added that ‘it was not over yet' and they were still determining what some of the ‘envelopes of spend and saving' actually meant.

‘While some of the headlines look okay, we now have a few months of very difficult work to look below the headlines and determine exactly what does this mean. So risky, not a gamble, manageable - but we have yet to do the work that will tell us, in the round, what does it really mean for this capability?'

Under plans unveiled by the previous government in December 2009, UK forces were to get an additional 24 new Chinook helicopters (including two replacement aircraft) while the Puma and Merlin fleet would receive a life extension/upgrade

Although the Chinook purchase has been scaled back to 12 aircraft other plans survived, including the introduction of new AW159 Lynx Wildcat for the British Army and Royal Navy.

Coward said the difficult situation the MoD now found itself in terms of helicopter numbers could be directly attributed to ‘chronic underfunding' of rotorcraft for many years. He said it was only the involvement in two theatres concurrently - as the UK has been in recent years in Iraq and Afghanistan - that the leadership turned its attention to the question of aircraft numbers.

By Tony Skinner, London

[buglerbilly]

DATE:18/11/10

SOURCE:Flight International

Zhuhai10: China finds export market for Z-9W

By Siva Govindasamy

China has delivered several Harbin Z-9W helicopters, the attack variant of its Z-9 utility rotorcraft, to overseas customers.

"We've delivered several Z-9s, but we can't discuss the buyers," says Zeng Wen, vice-president of CATIC, the agency responsible for Chinese military exports. Some industry sources, however, believe that the company has some African customers.

The Z-9W is an indigenous attack version of the Z-9, which is a licence-production of the Eurocopter AS365 Dauphin.





Both images © Billypix

Harbin has also developed the Z-9EC anti-submarine warfare variant that China sold to Pakistan. The helicopter, which is armed with torpedoes and has pulse-compression radar, low frequency dipping sonar, radar warning receivers and Doppler navigation systems, was reportedly inducted into the Pakistani navy in late 2009.

[buglerbilly]

How Not to Buy a Russian Helicopter (excerpt)

(Source: Foreign Policy; published Nov. 12, 2010)

In its effort to equip Afghanistan's new air force, the Pentagon is getting an education in the shady post-Soviet arms trade.

It's one of the great ironies of the post-Cold War era. During the 1980s, Afghan insurgents turned the tide against Soviet occupiers after learning, with the help of U.S. advisors and funding, how to effectively shoot down Russian helicopters. Now, battling their own domestic insurgency, Afghanistan is in the market for those very same Russian helicopters, and the United States is picking up the bill.

If all goes according to plan, Afghanistan's air force should be fully staffed and equipped by 2016, forming a vital part of the country's armed forces -- and allowing the U.S. military to make an exit. The backbone of the air force will be over 70 Russian Mi-17 troop transport helicopters, far from the most advanced design on the market, but rugged, easily serviceable, and ideally suited to local conditions. The U.S. government is backing a deal worth upwards of $380 million to procure 21 of the new choppers from their Russian manufacturers. But buying from your former enemy is never easy, and the procurement has been mired in bureaucratic infighting and commercial protests.

The U.S. purchase of Russian helicopters dates back to Cold War intrigue, when the Pentagon and intelligence community clandestinely procured Russian equipment in order to study its capabilities and figure out how to destroy it. As the Soviet Union broke apart and the U.S. Army's Russian helicopters emerged from the "black world," the Army's once secret Russian fleet found a new mission: operating as the opposing force, or OPFOR, in war games to train U.S. soldiers. Eventually, the helicopters also allowed the U.S. military to train with new NATO partners, like the Czech Republic, which used the Mi-17. After 9/11, when the United States found itself having to quickly re-equip local armies in Iraq and Afghanistan, both countries that flew Mi-17s, buying more Russian helicopters seemed like an expedient solution.

But going from buying one or two helicopters through arms dealers to buying fleets of helicopters from Russia has proved an interesting lesson in East-West procurement.

This year, the U.S. Navy was expected to select a company to broker the sale, essentially allowing competing firms -- mostly Western -- to bargain with Russian factories for the best price. Sikorsky, the U.S. helicopter manufacturer, initially protested the competition to the Government Accountability Office, arguing that the procurement was flawed because it wouldn't consider a U.S. aircraft. The procurement process may now be taken over by the Aarmy, and officials are now saying there shouldn't be any competition at all, but rather, the U.S. government should buy straight from the Russian arms agency.

"It really is in the best interest of our soldiers that we have this relationship with the Russian original equipment manufacturer, similar to how we have a relationship with Boeing for Chinook or Sikorsky for Black Hawk," Col. Bert Vergez, the Army's project manager for nonstandard rotary-wing aircraft (the U.S. military euphemism for Russian aircraft), told Defense News, a trade publication, in a recent interview.

But going straight to the source is not so easy. Arms purchases from Russia typically start with Rosoboronexport, Russia's state arms exporter, which is both a state agency and a commercial enterprise. But until recently, Rosoboronexport was under sanctions for violating U.S. laws against selling weapons to Iran and Syria. That changed in May, when President Barack Obama's administration lifted sanctions against Rosoboronexport as part of the "reset" in relations with Moscow. (end of excerpt)

Click here for the full story, on the Foreign Policy website.

http://www.foreignpolicy.com/articles/2010/11/12/how_to_buy_a_russian_helicopter?page=0,0

-ends-

[buglerbilly]

New UH-72A Lakota S&S MEP Aircraft showcased

November 19, 2010



The Product Office for the Army's Light Utility Helicopter, the UH-72A Lakota showcased its latest version of the prototype aircraft Nov. 16 at the Sparkman helipad on Redstone Arsenal. The aircraft was first showcased at Fort Rucker Nov. 15 and at the Pentagon Nov. 18.

"We wanted to introduce the modified UH-72A and its new capabilities to Army leadership to make them aware of the aircraft's ability to meet the Army National Guard requirements," said Lt. Col. Dave Bristol, product manager for Lakota helicopters.

"The MEP significantly improves the UH-72A capabilities for conducting the Security & Support (S&S) mission," added Bristol. The aircraft provides long range electro-optical sensors and the ability to record and down link data, which will aid the ARNG in its Homeland Security, Counter Drug, and Border Patrol missions.

"This aircraft is unique in that it is primarily a commercial-of-the-shelf product," said Col. Neil Thurgood, Project Manager for Utility Helicopters on Redstone Arsenal. "This is a success story of the joint efforts with the National Guard and the project office in creating a package that is exactly what they'd like it to become, and it meets all the requirements."

The Lakota is an example of rapid acquisition of a new system that is commercial/non-developmental item due to flexibility in requirements and the willingness of the Army leadership and staff to think outside-the-box.

"The S&S MEP required that all of the component parts be commercially available," said Bristol. "The program has been successful due to the hard work of the National Guard Bureau, PEO (Aviation), EADS North America, American Eurocopter and other contractors."

Included in the kit is a turreted L-3 Wescam MX-15i electro-optical/infrared (EO/IR) sensor and laser pointer; EuroAvionics EuroNav V RN6 moving map system and two SkyQuest eight-inch, touch-screen displays; a video management system, SkyQuest VRDV-4010 digital video recorder (DVR) and data downlink system; plus additional avionics and Sierra Nevada Tactilink Eagle data communications equipment. The helicopter is also equipped with a 30-million-candlepower Luminator LS16 searchlight that is mounted on the aft starboard step and slaved to the MX-15, and the same Goodrich 44301 series rescue hoist that is included in the Lakota's medevac MEP.

The Lakota has progressed on schedule and within budget constraints and has been well received by Army aircrews, said Thurgood. "The product office's success is a testament to our determination to support homeland security missions and to the warfighter." The program began in 2008 with a plan to equip the first unit in the summer of 2011.

Ninety-nine aircraft will receive the S&S MEP. The first retrofit will be completed in May 2011; that aircraft will be fielded in June 2011. "As of now the first unit to receive the UH-72A is based at Tupelo, Mississippi," said Bristol.

The rapid acquisition, production and fielding of the UH-72A Lakota aircraft over the last three and a half years has allowed the Army to transfer twenty-four UH-60 Black Hawk aircraft to other missions that support overseas contingency operations. It has allowed the retirement of aging UH-1 and OH-58A/C by replacing them with modern, capable aircraft.

The US Army plans to acquire 345 Lakotas through 2016, and the service has ordered 202 of the helicopters so far, along with five H-72A versions for the US Navy. Over 25,000 flight hours have been logged to date at an operational readiness rate of more than 90 percent. .

UH-72A Lakota serial 09-72099 S&S MEP conducted its first flight test at the American Eurocopter's Columbus, Miss. facility on June 16.

Source: US Army

[buglerbilly]

Israel develops aerodynamic helicopter cargo container

By Yaakov Katz

17 November 2010

The Israel Defence Force (IDF) has developed a new cargo container for carriage under a helicopter which, with specially designed aerodynamic wings, enables the aircraft to fly at almost regular speeds while carrying over a ton in supplies.

The new container was developed by the IDF's Technological and Logistics Directorate and the Israeli Ministry of Defence's (MoD's) Research and Development Directorate (MAFAT). IDF sources told Jane's that the MoD plans to issue a request for information (RfI) to local industries for large-scale production in the coming months.

The motivation behind the development of the new cargo container came from lessons learned from the IDF's war in Lebanon in 2006 when helicopters and C-130 transport aircraft were called in to transport supplies to forces operating behind enemy lines due to the difficulty the military encountered in opening land-based logistic supply lines.

The new container was aerodynamically engineered with stabilisers and add-on wings to enable IAF transport helicopters - Sikorsky CH-53 and the UH-60 Black Hawk - to carry large loads but without having to dramatically slow down their speeds.

"The upgraded container allows a helicopter to move with the same weight at three-quarters of its speed as opposed to about half its speed as was the case until now," an IDF officer told Jane's .

214 of 422 words
Copyright © IHS (Global) Limited, 2010

[buglerbilly]

Tories mum on Russian choppers lease

Last Updated: Wednesday, November 24, 2010 | 10:40 PM ET



Questions are being raised about the Conservative government's procurement of Russian helicopters that Canadian pilots have been secretly using to fly troops into combat in Afghanistan.

Until this week, the government had been silent about the MI-17 "Hip" helicopters that were leased last year. The government still refuses to provide any details of their procurement, including how much the lease cost.

The federal government has been silent about the MI-17 "Hip" helicopters that were leased last year. (Bill Graveland/Canadian Press)
"It was competed, it was open, but for reasons of security I really can't go into any other details," Defence Minister Peter MacKay said Wednesday.

Military sources told CBC News that the idea of leasing Russian choppers was approved by cabinet early last year. It took some time to train Canadian crews, but the helicopters went into service quickly, used by Canadian special forces troops on secret missions.

Over time, their use expanded to include regular soldiers on regular missions, sources said. The military said the Russian choppers are "very robust" and "very capable."

"What's surprising about this is the fact they made a big secret about it," said NDP defence critic Jack Harris.

Harris said if the Russian choppers are good enough for Canadian troops at war, why did the government rule them out when it decided in 2006 to buy new U.S. helicopters for the military.

At the time, the government said, there were no other choppers capable of doing the job. The American Chinooks are larger, but the MI-17s appear to be just as capable in the air above Kandahar.

They also come with a built in de-icing system — a perk Canada had to pay extra for on its Chinooks. The cost of buying a single Chinook works out to about $80 million, compared with $17 million for one of the Russian helicopters.

"So, we've got an out-of-control department of National Defence when it comes to procurement," Harris said.

Defence analyst Rob Huebert said the huge price difference between the two helicopters might help explain why the government has kept the deal secret.

"From a political perspective, one can also see that the Conservatives may not want to be seen to be undermining their claim that they needed the Chinooks to the degree that they did," Huebert said.

But he said the air force was wise to choose an American helicopter to be a permanent part of the Canadian equipment in order to have access to experts or spare parts. That could be a concern if relations with Russia start to freeze up, he said.

Read more: http://www.cbc.ca/politics/story/2010/11/24/helicopter-russian.html#ixzz16Lwr9nuV

[buglerbilly]

You wanna see a Brown-out.............



..............there's a Chinook in the middle of that!


SHINDAND AIR BASE, Afghanistan – A cloud of dust erupts around a CH-47F Chinook, assigned to Task Force Comanche, 4th Combat Aviation Brigade, 4th Infantry Division as it lands near an inoperable UH-64A Black Hawk August 2010. The CH-47F towed the UH-64A Black Hawk to a nearby friendly location so that it could have its engines, transmission, main rotor, and tail rotor removed to lessen its weight.

(U.S. Army photograph)

[buglerbilly]

AH-1Z Approved for Full Rate Production

(Source: US Naval Air Systems Command; issued Nov. 29, 2010)


Long in development and long overdue, the AH-1Z Cobra has finally been cleared for full-scale production for the US Marine Corps, which plan to buy 189. (Navair photo)

NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. --- The U.S. Marine Corps’ AH-1Z Cobra was approved for full rate production Nov. 28.

The H-1 program office received official word on the Milestone III approval decision from Under Secretary of Defense for Acquisition, Technology & Logistics, Dr. Ashton B. Carter through an acquisition decision memorandum.

"This is the culmination of a lot of focused hard work by a lot of dedicated professionals," said Col. Harry Hewson, the Marines' program manager for light and attack helicopter programs. "We spent the past two years executing a very detailed risk reduction program that tested every part of the weapons and fire control system on the AH-1Z. It performed very well in operational test last spring and I am confident that it will do as well in combat as the UH-1Y is doing right now in Afghanistan. The next phase of this program is getting the Zulu into the hands of the fleet and into combat. The Zulu is going to give the Marines on the ground a whole new level of long range targeting and precision firepower for close air support."

After completing operational testing this summer, the AH-1Z was determined to be operationally effective and suitable, a finding that is a prerequisite to the full rate production decision.

"Getting the Zulu into full rate production is very important for the Marines and for our Nation," said Rear Adm. Steve Eastburg, Program Executive Officer for Air, Assault and Special Mission Programs. "Both the UH-1Y and AH-1Z deliver superb combat effectiveness to the Marine warfighter. We continue to build in production cost efficiencies to ensure that the taxpayer is getting the most for every dollar spent."

The AH-1Z Cobra helicopters are part of the Marine Corps’ H-1 Upgrade Program. The program’s goal is to replace AH-1W helicopters with new and remanufactured AH-1Z which provide significantly greater performance, supportability and growth potential over their predecessors.

A total of 189 new and remanufactured AH-1Z helicopters are anticipated, with deliveries expected to be complete by the end of 2021.

The AH-1Z is expected to achieve initial operating capability and embark on its first deployment in 2011.

The AH-1Z and the UH-1Y, the Marine Corps’ combat utility helicopter, are 84 percent identical. The UH-1Y was approved for full rate production in 2008.

-ends-

[buglerbilly]

EADS North America conducts first flight of Armed Aerial Scout 72X TDA

December 08, 2010



EADS North America today announced that it has flown the second of three company-funded Armed Aerial Scout 72X Technical Demonstration Aircraft (TDA).

The flight took place yesterday at the company's American Eurocopter facility in Grand Prairie, Texas and lasted 40 minutes. The objective of this flight was to demonstrate integrated targeting sensor, manned/unmanned teaming (MUM-T) and communications and navigation capabilities. Subsequent test flights will demonstrate additional capabilities required to meet the US Army's current Armed Aerial Scout mission requirements.

The EADS North America-led industry team, comprised of Lockheed Martin, Eurocopter and American Eurocopter, is developing three AAS-72X aircraft to demonstrate the total capability of the aircraft with a fully-integrated Mission Equipment Package (MEP).

"This is a significant milestone for our industry team as we further demonstrate the capabilities of our aircraft and its ability to meet the Army's warfighting requirement," said Sean O'Keefe, CEO of EADS North America. "We're pleased with our progress to date and remain fully committed to developing and demonstrating a solution for the Armed Aerial Scout mission."

The first TDA aircraft has been in use to demonstrate anticipated AAS-72X requirements for the Army's Armed Aerial Scout mission. This includes a July 2009 series of successful high/hot test flights that achieved all test objectives including hover-out-of-ground-effect and flight endurance with a 2,300-pound simulated MEP, and a transportability demonstration of five helicopters on a C-17 transport aircraft.

Since that time other advancements on the program include the development of the MEP Systems Integration Laboratory at Lockheed Martin's Orlando, Fla. facility.

"Lockheed Martin's considerable progress in maturing the state-of-the-art AAS MEP demonstrates our commitment to providing a best-value, superior solution to meet the warfighters' armed scout need," said Bob Gunning, Lockheed Martin Missiles and Fire Control vice president of Fire Control programs. "We are leveraging our expertise from other combat-proven rotary- and fixed-wing programs to develop the lowest risk MEP. This first flight marks a significant achievement on our path towards flying a production prototype."

As a highly capable helicopter for the Armed Aerial Scout mission, the AAS-72X combines twin-engine safety and the high and hot operating performance critical to the Army's armed scout mission. The AAS-72X is derived from the same family of aircraft as the UH-72A Lakota Light Utility Helicopter, offering a low-risk evolution of the US Army's newest rotary-wing aircraft, which is widely considered one of the most successful acquisition programs in the service's history.

"Today's event proves our commitment to this project in terms of our financial investment and emphasizes our enhanced engineering capability to serve our US Army customer. This is yet another example of delivering on our promise" said Marc Paganini, President and CEO American Eurocopter

Production of the AAS-72X would take place at the Columbus, Miss. helicopter center of excellence operated by American Eurocopter, an EADS North America operating unit, where the UH-72A currently is assembled for the US Army. EADS North America has delivered 146 UH-72As on time and within budget, including five to the US Navy.

Source: EADS North America

[buglerbilly]

New F-Model for OH-58 Kiowa Warrior Moves Ahead

By KATE BRANNEN

Published: 21 Dec 2010 17:45

The U.S. Army has decided to move ahead with its F-model upgrade program for the OH-58 Kiowa Warrior, while completing analysis on a future scout helicopter.

On Dec. 21, Brig. Gen. William Crosby, program executive officer for Army aviation, gave the program milestone B approval, officially moving it into the Engineering and Manufacturing Development phase. The program is an acquisition category 2 program, so authority to move the program ahead lies with Crosby, who was recently nominated for a second star.

The OH-58F will feature a cockpit and sensor upgrade, including digital flight controls and cockpit displays, nose-mounted sensors and aircraft survivability equipment.

The Army's Armed Reconnaissance Helicopter (ARH) program was supposed to replace the OH-58 Kiowa Warriors, which have seen heavy use in Iraq and Afghanistan. When ARH was canceled in October 2008, the Army began redirecting the program's money toward the effort to keep the Kiowa Warrior flying until 2025.....................EDITED...........

Read more: http://www.defensenews.com/story.php?i=5288567

[buglerbilly]

More on this..........

PM Armed Scout helicopters passes milestone B for OH-58F Kiowa Warrior

December 23, 2010

The Army's OH-58F Kiowa Warrior, an Army Acquisition II program, successfully passed its Milestone B review Dec. 21, which officially moves the program into the Engineering and Manufacturing Development (EMD) phase.

"Today we had a great opportunity to achieve a significant milestone with the OH-58F Cockpit and Sensor Upgrade Program," said Col. Robert Grigsby, Project Manager for Armed Scout Helicopters. "We were able to meet all of the requirements for a Milestone B decision."

Brig. Gen. William "Tim" Crosby, Program Executive Officer for Army Aviation, met with the Kiowa Warrior Product Office personnel led by Lt. Col. Scott Rauer, product manager, and was presented all of the required information to include an approved Capabilities Design Document (CDD), which will allow the program to move forward in the development phase and end up with a Milestone C decision and Low Rate Initial Production.

The Kiowa Warriors have an average age of 39 with the highest readiness and operational tempo rates supporting overseas contingency operations and continually exceeds expectations in performance in theater. With the cancellation of the ARH-70A Armed Reconnaissance Helicopter (ARH) on October 2008, it became clear that the OH-58D Kiowa Warrior would have to remain on the front line for the foreseeable future. The KW is a proven work horse for the war fighter and today remains the go-to asset for theater ground commanders.

"What it really means to the war fighter is that those lessons learned from the global war on terror [Overseas Contingency Operations] will finally be incorporated into the aircraft through a fairly significant investment of dollars," said Rauer. "It provides long-term sustainment and viability for the aircraft to continue its mission because the aircraft has evolved in the battlefield. It will now have a full mission equipment suite that will accomplish all those jobs quite well."

The OH-58F will provide leap-ahead technology and increased capability through the implementation of a Cockpit and Sensor Upgrade Program (CASUP). PM Kiowa Warrior launched the program in accordance with the Defense Department guidance to spend near-term Armed Reconnaissance Helicopter funds to sustain the existing Kiowa Warrior fleet. The F Model Kiowa Warrior capitalizes on non-developmental items and systems fielded on other aviation platforms to rapidly install, modify or provide the following: advanced Nose Mounted Sensor, improved cockpit control hardware and software for enhanced situational awareness, three full color Multi-function Displays, dual-redundant digital engine controller for enhanced engine safety, digital inter-cockpit communications, digital HELLFIRE future upgrades, Aircraft Survivability Equipment (ASE) upgrades, and a redesigned aircraft wiring harness.

Additionally, the OH-58F model will integrate the following capabilities: Level 2 Manned Unmanned Teaming, Common Missile Warning System (CMWS), Health and Usage Monitoring (HUMS), and enhanced weapons functionality via 1760 digital interface.

"What this does is it will allow us to move this aircraft and program along as a program of record and allows us to get to a point where we can meet its requirements until 2025 as it sits right now," continued Grigsby.

"KW CASUP really challenges the methods that we use in this business to get the aircraft modified," said Rauer. "With the Army taking the role as lead systems integrator, it challenges the traditional paradigm where the mission equipment manufacturer takes the lead and develops the aircraft from start to finish. In this case the government is coordinating the efforts of four major developers and is doing this as fast as possible at a very low dollar value to be as flexible and responsive and fiscally responsible as we can possibly be."

The Army's request for an OH-58F Mission, Design, and Series designation was officially approved on Sept. 8.

Soure: US Army PEO

[buglerbilly]

India requests direct commercial sale of AH-64D Block III APACHE helicopters

December 30, 2010

The Defense Security Cooperation Agency notified Congress on December 22 of a possible Foreign Military Sale to the Government of India of various engines, equipment, weapons, training, parts and logistical support for a possible Direct Commercial Sale of 22 AH-64D Block III Apache helicopters. The complete package is worth approximately $1.4 billion.

The Government of India has requested proposals from several foreign suppliers, including the United States, to provide the next generation attack helicopter for the Indian Air Force. In this competition, the Government of India has yet to select the Boeing-United States Army proposal. This notification is being made in advance so that, in the event that the Boeing- US Army proposal is selected, the United States might move as quickly as possible to implement the sale. If the Government of India selects the Boeing-US Army proposal, the Government of India will request a possible sale of 50 T700-GE-701D engines, 12 AN/APG-78 Fire Control Radars, 12 AN/APR-48A Radar Frequency Interferometers, 812 AGM-114L-3 HELLFIRE LONGBOW missiles, 542 AGM-114R-3 HELLFIRE II missiles, 245 STINGER Block I-92H missiles, and 23 Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensors, rockets, training and dummy missiles, 30mm ammunition, transponders, simulators, global positioning system/inertial navigation systems, communication equipment, spare and repair parts; tools and test equipment, support equipment, repair and return support, personnel training and training equipment; publications and technical documentation, US Government and contractor engineering and logistics support services; and other related elements of logistics support to be provided in conjunction with a proposed direct commercial sale of 22 AH-64D Block III APACHE Helicopters. The estimated cost is $1.4 billion.

This proposed sale will contribute to the foreign policy and national security of the United States by helping to strengthen the US-India strategic relationship and to improve the security of an important partner which continues to be an important force for political stability, peace, and economic progress in South Asia.

The proposed sale in support of AH-64D helicopters will improve India's capability to strengthen its homeland defense and deter regional threats. This support for the AH-64D will provide an incremental increase in India's defensive capability to counter ground-armored threats and modernize its armed forces. India will have no difficulty absorbing this helicopter support into its armed forces.

The proposed sale of this equipment and support will not alter the basic military balance in the region.

The prime contractors will be Lockheed Martin Corporation in Orlando, Florida; General Electric Company, in Cincinnati Ohio; Lockheed Martin Mission Systems and Sensor in Owego, New York; Longbow Limited Liability Corporation in Orlando, Florida; and Raytheon Company in Tucson, Arizona. There are no known offset agreements proposed in connection with this potential sale.

Implementation of this proposed sale will require the assignment of one US Government and seven contractor representatives to India for one week to conduct a detailed discussion of the various aspects of the hybrid program with Government of India representatives.

There will be no adverse impact on US defense readiness as a result of this proposed sale.

This notice of a potential sale is required by law and does not mean the sale has been concluded.

Source: DSCA

[buglerbilly]

New MEDEVAC Helicopters Take Flight in Iraq

(Source: US Army; issued Dec. 23, 2010)

CAMP TAJI, Iraq --- The Army's newest MEDEVAC helicopter is seeing action for the first time in Iraq while serving as a test bed with a Vermont National Guard aviation company.

The Soldiers of C company, 3rd Battalion, 126th Aviation Regiment, deployed in November with a dozen HH-60M MEDEVAC helicopters, the latest medical variant of the Army's Black Hawk airframe.

In addition to their MEDEVAC mission, the unit's crews are working with representatives from Sikorsky Aircraft Corporation to work through the kinks of the aircraft's new systems.

Already the new bird is popular with crew. "It's like going from a '67 Buick to jumping into a brand new Cadillac," said Sgt. David Diminico, an HH-60M crewmember.

The MEDEVAC features include an integrated EKG machine, an oxygen generator, electronically controlled litters, an infrared system that can locate patients by their body heat and a built-in, external hoist.

"There's a lot of the stuff built into this aircraft that we used to have to carry out to the aircraft," said Diminico. "We've got everything we need in one aircraft, and we can get off of the ground pretty quickly."

That means the world to MEDEVAC crews, he said. On an urgent call, crews must take off in under 15 minutes. Every minute carrying and assembling gear adds to that time. With the HH-60M, C Company recently launched in less than seven minutes.

"When you're talking about our flight medics getting there, 30 seconds can make a huge difference," said Diminico.

Performance-wise the HH-60M is an upgraded derivative of the UH-60M Black Hawk featuring more powerful engines, improved rotor blades, electronic instrumentation, digital displays and an autopilot feature. It also has new features that enhance its medical mission.

The aircraft's digital-age look extends from the cockpit to the crew area, setting the HH-60M apart from some of its more rugged looking predecessors. The crew chiefs' seats have moved to the very back of the aircraft, making room for up to six patients and a myriad of technological gadgets. The crew can easily access litters and other medical equipment from their seats.

From the outside, one of the more noticeable differences is the absence of open crew chief windows. The crews now use plastic bubbles protruding from the aircraft's doors. The sealed windows help the crews maintain a sterile environment, said Diminico.

The HH-60M will be put to use with the company for the next year. The Army will continue to field the HH-60M to its fleet, incorporating lessons learned from the company's deployment.

-ends-

[buglerbilly]

DATE:10/01/11

SOURCE:Flight International

Lockheed wins contract for Apache sensor upgrade

By Craig Hoyle

Lockheed Martin has received a $15 million contract to start production of a sensor upgrade which, it says, will boost the situational awareness of Boeing AH-64 Apache attack helicopter crews.

Offered as a field retrofit to the Apache's Lockheed-produced Arrowhead modernised target acquisition designation sight/pilot night vision sensor, the VNsight enhancement will blend forward-looking infrared images with those from a new visible/near infrared TV camera.


© US Army

Attack helicopter crews will now be able to determine laser spots, ground beacons and even vehicle headlights, according to Lockheed. The modification will deliver "significant tactical advantages, safer flying conditions and enhanced mission capability", it says.


© Lockheed Martin Missiles and Fire Control
VNsight will blend FLIR and low-light TV imagery on one cockpit display

Two US Army Apache battalions will receive the VNsight modification under the service's recent Lot 1 production deal. This totals 65 sensors and associated spares, plus "an initial quantity of cameras and spares" for an undisclosed Foreign Military Sales operator.

Announced early this month, the order follows assessments by US Army personnel. "After thorough testing of this system with pilots experienced in both combat theatres [Afghanistan and Iraq], I am confident that their appraisal of the system as a must-have capability will result in the Apache becoming even more lethal on the battlefield," says Lt Col John Vannoy, the army's Apache sensors product manager.

Lockheed Martin Missiles and Fire Control launched limited series production of the VNsight's lens at its Orlando site in Florida on 1 December 2010, and expects to ship its first equipment in February. The site should complete 22 systems a month once it is at full-rate activity, says Joe Elmer, manager international business development, Apache weapon system.

The VNsight's camera will be produced by Lockheed Martin Mission Systems and Sensors in Akron, Ohio.

The US Army has an active fleet of more than 740 AH-64A/Ds, as listed in Flightglobal's HeliCAS database. A total of more than 200 Apaches are flown by the armed forces of Egypt, Greece, Israel, Japan, Kuwait, the Netherlands, Saudi Arabia, Singapore, the United Arab Emirates and the UK, it says.

Elmer believes VNsight could also be introduced as part of Lockheed's Pathfinder situational awareness system. Offered for installation on transport helicopters, it repackages elements of the Apache's Arrowhead sensor to provide information to crews flying in degraded visual environments.

The US Army has yet to identify a programme of record for the Pathfinder system, but Lockheed has already conducted flight tests of the design using Bell UH-1 and Sikorsky UH-60 Black Hawk transports.

[buglerbilly]

AUSA Aviation 2011: Future way forward remains unclear for US Army Aviation

January 13, 2011

A gap in the US Army's helicopter fleet is likely to emerge in the 2022-25 timeframe when some older airframes are retired, but there is yet no coherent strategy to move forward, either within industry or the army.

The Aviation Applied Technology Directorate within the US Army's Aviation and Missile Research Development and Engineering Center has put out a concept for a Joint Multirole family of aircraft, but how to fund any programme continues to be a key issue.

'We're working with the [Office of the Secretary of Defense] Future Vertical Lift Steering Group,' stated Col Bill Morris, Director of Army Aviation, Office of the Deputy Chief of Staff, G3/5/7.

'The army, of course, is the 800lb gorilla in the room,' he continued. 'We have the biggest role in any future multirole aircraft. So what we are very interested in doing is moving out as a service. If there are any joint partners who want to come in and participate and provide resources we are willing to do that. But we need an army programme that looks forward in to the future and is multirole.'

Funding any programme in the current constrained budgetary environment will be difficult for the army, but necessary. 'Some of these aircraft will be coming to the end of their service life and we will need a replacement aircraft in the future,' Morris pointed out.

'We haven't had a recent good track record in clean sheet development in rotary wing aviation,' added Col Randolph Rotte, Chief of the Aviation Division, Headquarters, US Army, G-8 Force Development.

'So how do you in a physically constrained environment with that recent history get something going? I think one of the ways is you gain interest from the leadership, from industry,' he continued.

'How do you gain interest? Well one way is you show them what's possible. Another way is you show what's possible in a bad way. And a bad way is what if you do nothing. So now you are in to 2025 and you procured your last Chinook in 2017, your last Black Hawk in 2023, your last Block III in around the 2025 time frame,' Rotte stated. 'What now? That is not the time to be asking the question. Now is the time to be asking that question and things are starting to come into view.'

However, Morris believes the army has some room for manoeuvre on the problem.

'The things that have been done by the acquisition community and by programming wisely mean that we have modernised helicopters that are very capable. The UH-60M, CH-47F and eventually the Apache Block III takes those fleets out and there is no peer competitor to those aircraft in the near future – the 2030 pushing against the 2040 period.'

By Darren Lake, Washington, DC

[buglerbilly]

AUSA Aviation 2011: US Army strengthens aviation maintenance and support

January 13, 2011

The US Army is continuing to shift the way that it supports and maintains its helicopter fleet as lessons are learned from combat operations and the changes to the management of some of the existing helicopter programmes.

Speaking at AUSA Aviation on 13 January Ronald Chronister, Deputy to the Commander US Army Aviation and Missile Command, said that the army aviation was impressed with condition based maintenance (CBM) and would not go to war without it. He added that with the concerns about the hours being flown by some of the helicopter fleets, in particular the Black Hawks and Chinooks, CBM went some way to address the issue.

Alongside the symposium, Boeing discussed in detail how it has been achieving success and saving costs on the Apache through performance based logistics (PBL) and how PBL contracts would also be rolled out to its Chinook work.

'We’ve been able to maintain the [Apache] at an incredible rate, with a 96% on-time delivery of parts in theatre, and well exceeding the metric for Department of Defense PBLs,' said Tim Sassenrath, Boeing's Director Apache Worldwide Support.

'PBL, or, I should really say, performance based contracting, has been working for Apache for 12 years, if you include Contractor Logistics Support [CLS]. During that timeframe demonstrating the reductions in cost, we’ve reduced the total ownership cost of the aircraft by 35%. That’s $23m a year in cost reductions,' he added.

Looking forward to the Apache Block III Sassenrath expanded: 'It really is a sustainment aircraft, and it is going to increase the sustainability of Apache. So we’ll be going into Block III with the CLS two year contract as we normally do, and we’re positioning ourselves to have the same kind of sustainment with performance-based contracting after those two years are up.'

Boeing also hopes that it will be able to translate the PBL success on Apache to a similar success with the Chinook fleet.

'We're seeing great demand for the platform in theatre and certainly that continues to make us focus on making sure we have the right readiness support. But we’re seeing that budget environment also, so we’ll use the words affordable readiness,' stated Raymond Haddad, Boeing's Director Chinook Worldwide Support.

'Leveraging our PBL experience on Apache into the Chinook programme, we’re getting ready for our first PBL on Chinook,' he added.

The first foray in to PBL will be for the rotor blades and the company hopes to be under contract in the second quarter of 2011.

'Blades have been a chronic supply challenge. We’ve got a good plan through that PBL to strengthen that, but equally important, we’re expecting some affordability benefits on that, where we can achieve that availability at a lower price than our other transactional approaches,' Haddad concluded.

By Darren Lake, Washington, DC

[buglerbilly]

USMC AH-1Z To Deploy In Late 2011

Jan 13, 2011

By Amy Butler
Amarillo, Hurst and Fort Worth, Texas



A decade after first flight, the U.S. Marine Corps’ AH-1Z attack helicopter finally graduated from a turbulent operational evaluation and is being readied for its first shipboard deployment.

The service plans to field the AH-1Z Vipers, commonly known as Zulus, with a Marine Expeditionary Unit in November. It will operate alongside its sister aircraft, the UH-1Y Venom, dubbed the Yankee, which achieved initial operational capability in 2008.

This deployment will be the first time the Marines are able to blend the capabilities of these new utility and attack aircraft—and their improved performance—into a single Marine light helicopter attack squadron during operations at sea. Soon thereafter, the Zulus are likely to head inland to support soldiers in Afghanistan.

Progress on the U.S. Navy’s $12.1-billion H-1 upgrade program had been slow and riddled with management, fabrication and reliability problems only a few years ago. But prime contractor Bell Helicopter, a division of Textron, has smoothed out performance on the program as part of a larger effort to be more responsive to customer needs and deliver aircraft on schedule and budget (see p. 44).

The Zulu portion of the H-1 program comprises 189 aircraft, 131 of which will be remanufactured AH-1W Super Cobras. Many Ws are operating in support of troops in Afghanistan, so buying new Zs takes priority over pulling Ws out of the fleet for modification. The service is now 52 attack helicopters short of its requirement, so purchasing 58 new helicopters leaves little margin for attrition, says Col. Scott McGowan, Marine Corps aviation plans branch chief.

The Zulu provides a major capability boost, including a shift to four- from two-blade main and tail rotors and an improved weapons load. Also part of the package are a next-generation Lockheed Martin targeting sight system and fully integrated avionics with a new Northrop Grumman mission computer as well as a glass cockpit.

For those “Whiskeys” being converted, the Marines are using a remanufactured T700-GE-401 engine. The new Zulus will have the 401C engine, which will provide a significant performance improvement in high/hot conditions, such as those now hampering helicopter operations in Afghanistan. The remanufactured Zs are likely to receive the new 401Cs eventually, although firm plans are not yet set, Bell officials say.

The “moneymaker” on the Zulu will be the new AN-AAQ-30 targeting system, says Kevin Kett, H-1 program manager at Bell’s Amarillo, Texas, military aircraft facility. “This is the whole heart and soul of the aircraft,” he notes. It is the same system now in use on the Marine Corps Harvest Hawk, a suppressive-fires palette configured for use on the KC-130J aerial refueler.

On the Zulu, the system operates with the 20-mm. nose-mounted gun, rockets and Hellfire missiles. “The target-sight system can out-range any of the weapon systems that are being deployed against this thing. We can now see things out at a distance where somebody can’t shoot back at us,” says Richard Linhart, vice president of military business development at Bell. “It takes the Zulu back into the urban game, because now we don’t have to blow up a whole building. . . . With a thermobaric Hellfire, if we hit the building [today], there is a good chance that building will end up coming down.” This new targeting system can smoothly zoom in on a target with high definition; the existing system simply offers a stepped zoom feature, says Hank Perry, H-1 business development manager. “You can really reach out much farther than you could before.”

This feature will allow for Zulu operators to detect and identify a target from a safe standoff range. By contrast, Army pilots using the Apache Block II aircraft are required to “physically have an eyeball on the target to identify it before they can shoot it,” Perry says. With the Zulu, the “Marines will be ahead of the Army, which hasn’t happened in a long, long time,” Linhart adds. This will be the case until Boeing’s Apache Block III reaches service in mid-2013. The Zulu’s larger pylon will support two wingtip stations for the AIM-9 Sidewinder air-to-air missile and four universal weapons stations (capable of carrying Hellfires, rockets and AIM-9s). The AH-1W now has two universal pylon positions.

In the meantime, Bell is planning to ramp up its international marketing campaign for the Yankee and Zulu in hopes of securing business before Apache Block III can take the aircraft on directly. Bell CEO John Garrison says the near-term focus will be to sell to countries already operating H-1 variants; but he adds that there will be opportunities to capture new customers in the Middle East and Asia.

Linhart says Bell intends to underbid the current Apache model and Eurocopter Tiger HAD, which is being fielded in France and Spain. However, with the near-term focus on adding volume to the USMC fleet, production slots are not likely to emerge for foreign customers until 2012 at the earliest.

Reduced training and logistics costs are one advantage the Marines hope to realize by merging the Huey and Super Cobra upgrade programs. Bell officials say they exceeded the original goal of 70% parts commonality on the two aircraft. Perry says 84% of the parts are “interchangeable by part number. . . . You can even interchange the tail booms; whereas on previous aircraft, between the Whiskey and November, there was very little in common,” Linhart notes. The last UH-1Ns rolled off the production line in 1979, with the attack helos following as late as 1993. Until the mid-1990s, “they were going down separate paths of upgrading,” Perry says.

The savings will emerge as these two helicopters, with their complementary missions, begin to operate in the same squadrons. Because the Yankee’s performance exceeded expectations, the Marine Corps shifted the composition of those squadrons. Today, each has 18 AH-1Ws and nine UH-1Ns; future units will include 15 AH-1Zs and 12 UH-1Ys. “Cobra is optimized for precision weapons. Yankee will never do that as well,” McGowan says. “But when you add it all up across the full spectrum of combat operations, . . . it looks like a better mix for us.”

“They will fill [the Yankee] up with gas and carry weapons. On the way out there to drop off their cargo, they will [get] a call [and] they will go in and lay some fire and then go drop their stuff off,” Kett says. “With the November today, they say, ‘Sorry, we can’t help you.’ . . . When they do their missions with a November, they either have to offload people, fuel or ammunition” because it is so underpowered in Afghanistan.

With the Zulu, the Marines will be able to “carry twice the amount at the same range or carry the current load twice as far,” he adds.

These improvements did not come to fruition without frustration. The Zulu went through three separate operational evaluation phases, the second of which was halted by the Marine Corps because some production parts were not ready. Bell also encountered major assembly problems mating remanufactured November cabins for the Yankee; the company eventually decided to use all-new Yankee cabin structures built by L-3 Communications in Crestview, Fla. Trying to apply modern, three-dimensional modeling to parts built in the 1970s was “like putting socks on a rooster,” Kett says. These new cabins were brought into final assembly in production Lot 3.

At issue for the Zulu’s development were various management, software and reliability issues, says Col. Harry Hewson, Naval Air Systems Command’s H-1 project manager.

These and other issues at Bell prompted Delores Etter, the former procurement chief for the Navy, to examine alternatives to the H-1 upgrade in the event of a termination. The *company was also one of only two contractors decertified from the Pentagon’s Earned Value Management *System, which is the standard tool used to track and audit a company’s cost and schedule performance. These issues have since been resolved, and the Zulu was finally deemed suitable and effective last year; the Pentagon approved full-rate production in late November.

Bell is delivering aircraft in Lot 7 now. Nineteen H-1s were handed over in 2010 as planned, says Michael Scruggs, vice president of Bell’s military aircraft assembly and delivery operations. To date, 36 Yankees and 13 Zulus have been delivered. In July, Bell selected Kaman Aerostructures in Jacksonville, Fla., to fabricate cabins for the 58 new-build Zulus. The first of these is included in Lot 7. Lot 8, now being negotiated between Bell and the Pentagon, will include 19 Yankees, eight remanufactured Zulus and three new attack variants. Bell officials are eyeing a multiyear buy of H-1s, possibly in Fiscal 2014, to stabilize work for suppliers and reduce the price of the helicopter.

Photo: Bell Helicopter

[buglerbilly]

Army Pilots Will Fly Helos, Drones at the Same Time

By Spencer Ackerman January 13, 2011 | 11:22 am | Categories: Army and Marines



You’re an Army helicopter pilot. You’re up in your Apache, and you see something suspicious. But you need information from further than what your own sensors can provide. In the future, the Army will let you direct a Predator-like drone to zoom in, right from the air.

As it stands right now, the Army’s larger drones, like the Grey Eagle — a version of the famous Predator — can send video feeds to Apaches, much as they send video to soldiers below. But Apache pilots can’t direct the drones, just receive information passively. Tim Owings, the civilian deputy head of the Army’s drone-development program, says that’s going to change.

Tomorrow’s Apache operators “will add command and control” over the Grey Eagles, Owings said on a conference call for bloggers Wednesday morning. They’ll “be able to see the image and control the aircraft from the cockpit of the Apache.” With some exceptions: while the Grey Eagle has four Hellfire missiles affixed to it, the Apache pilot won’t be able to fire them. The remote sensor and command capability from the Grey Eagles can help an Apache “spot a target,” which the armed helicopter can then attack itself. That’ll come in handy for units like Task Force ODIN, the Army surveillance team spying on Afghan insurgents, which fly both drones and helicopters; Special Operations Forces teams that do the same already have their own Grey Eagles.

And that gives a new definition to “remote piloting,” the preferred term of art for drone controlling. “Unmanned” doesn’t really cover it, since human beings are intimately involved in directing drones. In fact, it usually takes two people to operate a single Predator-class drone. Now the Army is saying that, in limited situations, one pilot will be able to fly both the Apache and the Grey Eagle at the same time.

The Grey Eagle-Apache command system is undergoing testing now. Owings said to expect it to be ready for display by September at Utah’s Dugway Proving Ground, where the Army will show off its Manned/Unmanned System Integration Concept, which includes a “small handheld controller” that will get soldiers on the ground to control the Army’s fleet of tinier, hand-launched drones like the Raven.

But the Grey Eagle, recently sent to Afghanistan, is what really has Owings excited. The “super-important” drone provides “wider-area surveillance sensors” than the Army’s smaller drones and flies for over 24 hours, while the Army’s 29-foot-wingspan Hunter can only stay aloft around 15. And it can be networked in to the sensors of the rest of the drone fleet, to “increase dissemination from our other stuff [and] pass information from the Grey Eagle to the ground.” Defense Secretary Robert Gates is sufficiently impressed: he greenlighted the Army to speed up buying the drone.

And the Army may ultimately decide to let Apache aviators fire the Grey Eagle’s missiles. When Danger Room asked if that was a capability the Army would give its helicopters, Owings didn’t say no. He said “not yet.”

Photo: U.S. Army

[buglerbilly]

DATE:14/01/11

SOURCE:Flight International

US army aviators raise concerns about uncertain outlook

By Stephen Trimble

By almost any standard, US Army aviation has never looked in better shape. With an annual budget of $7 billion, three active production lines for manned helicopters and the Afghanistan war emphasising the value of vertical lift, the army's pocket of aviators enjoy unprecedented support.

The long-term outlook for the army's aviation branch, however, is not ideal. No new combat helicopter has entered service in nearly 30 years. All three active production lines are scheduled to shut-down within the next 15 years.

Fielding a new vertical lift technology could take billions of dollars and more than a decade, but the army has neither set aside funding nor approved any development programmes.

As the Association of the US Army (AUSA) hosted an annual aviation symposium on 13-14 January, army aviation leaders bluntly called attention to the branch's future predicament.

Col Randolph Rotte, aviation division chief on the army's headquarters staff, issued a call for immediate action. There is currently no strategy to replace the Boeing CH-47 Chinook, Sikorsky UH-60 Black Hawk and Boeing AH-64D Apache.

"What if you do nothing?" Rotte asked. "So now it's 2025. You've procured your last Chinook in 2017. You procured your last Black Hawk in 2023. You procured your last AH-64D Block III in around the 2025 timeframe. What now? That's not the time to be asking that question. The time to be asking that is now."

The army, however, is struggling to fund the aviation branch's current bills, which include all three production lines, a $1.3 billion upgrade programme for the Bell Helicopter OH-58D Kiowa Warrior and a wide range of survivability and performance upgrades across the fleet.

Few resources have been left aside for science and technology accounts, said Brig Gen William Crosby, army aviation's acquisition chief.

"How can you look to the future when youv'e got a $7 billion budget, but just $107 million in [science and technology]," Crosby said. "How can you look to the next vertical lift technology with a pittance of an S&T budget like that?"

Complicating the army's case to invest in a new wave of vertical lift technology, however, is the absence of a clear threat. Although service officials have conceived of a family of multi-role aircraft employing advanced vertical lift technology, the army's current aircraft are expected to out-class potential opponents for 20 to 30 more years.

"There's no peer competitors for those aircraft into the future - into the 2030 [timeframe] and pushing up against 2040," said Col William H. Morris, the director of army aviation charged with setting policy.

In a new era of tight budget discipline, the army's latest attempts to field new combat aircraft have not inspired confidence either.

While modernisation programmes for the CH-47, UH-60 and AH-64 have proceeded relatively smoothly, cost overruns and delays forced the army to cancel the Sikorsky/Boeing RAH-66 Comanche and Bell ARH-70 Arapaho since 2004.

"In the last so many years we don't have a great track record for a clean sheet development in army aviation," Rotte said. "So how do you in a fiscally constrained environment with that recent history - how do you get something going?"

But that is clearly the focus of army aviation leaders this year. A line-up of speakers at the AUSA symposium highlighted both the challenge and the critical need of making decisions soon about army aviation's future.

"Are we going to continue to sustain [existing helicopter fleets] for another 20 or 30 or 40 years, or are we going to put our eggs in some sort of new vertical lift technology?" Crosby asked.

The first step will be to define a vision. Ongoing studies on "future vertical lift" by the office of secretary of defence and the army are analysing options. The rotorcraft industry, meanwhile, has formed a consortium to align the industry's science and technology spending with the army's priorities.

Finally, the army's science and engineering community has launched a future vertical lift programme, focusing initially on a joint avionics architecture that could be applied to a diverse family of future aircraft.

"Now we have to begin to shape the capabilities that we need for the future," said Col Timothy J. Edens, deputy commander at army aviation headquarters at Fort Rucker. "We must fix an aimpoint on the horizon and then develop a vision to hit that aimpoint without letting it slip to the right."

Helping the army make its case is the clarity that comes with the approaching deadline for finding a solution. If a new technology is expected to be fielded by 2025, a major development effort would have to begin by next year.

"Now that it's more than something way, way out there, things are starting to come into view," Rotte said. "Whatever it is, it's going to be hard, and it probably won't be cheap."

[JimWH]

Just read somewhere or other that there was/is an avionics upgrade in progress on at least a portion of the Army's Kiowa fleet. Can anyone point me at any details? A quick search of the forum didn't reveal anything.

[buglerbilly]

Just read somewhere or other that there was/is an avionics upgrade in progress on at least a portion of the Army's Kiowa fleet. Can anyone point me at any details? A quick search of the forum didn't reveal anything.

If you are talking about the US Army then you need to look at posts 146 and 147, details are there...............

[JimWH]

No, Australian Kiowa. Which is the reason I can't find the details.

[buglerbilly]

Not a problem.............read this............

http://australianaviation.com.au/2010/04/army-kiowas-go-digital/

[JimWH]

Your Google-fu is continues to humble me Sir.

[buglerbilly]

Clear photos of CAIC WZ-10 attack helicopter

Sharp photos of Changhe Aircraft Industries Corporation (CAIC) WZ-10 attack helicopter has emerged on the Internet.

[buglerbilly]

Turkish combat helicopters to take off in April

27 January 2011, Thursday / EMRE SONCAN, ANKARA

T-129 combat helicopters (ATAK) being jointly developed by Turkey and Italy are almost ready, with the first helicopter scheduled to take off in April after Turkish Aerospace Industries (TAI) completes its assembly.

The fuselage, motor and fan of the prototype, named P-4, which will be tested in Turkey, were made by AgustaWestland in Italy. Mission equipment and the navigation system were manufactured with Turkish resources. A piece on the fuselage was also made by Turkey. According to information obtained from defense officials, other critical components such as the fuselage and transmission will start being manufactured in Turkey in the next phase of the project. The T-129 is an improved version of the Agusta A129 Mangusta. Turkish companies will be actively involved in the production of the helicopter’s weapons system. Hydra and Cirit rockets produced by Roketsan will also be used by the helicopters. The T-129 will be able to carry Hellfire antitank missiles and launch anti-aircraft Stinger missiles.

The ATAK program aims to manufacture 50 combat and tactical reconnaissance helicopters and an optional 41 helicopters for the Turkish Land Forces in Turkey using software and equipment produced inside the country.

In addition to AgustaWestland and TAI, Turkish defense industry companies such as Aselsan and Roketsan also have key roles in the $3 billion project. According to an agreement signed between TAI, AgustaWestland and Aselsan, mass production is expected to start by June 2013.The first helicopter to be completed in the TAI plants will take off into Turkish skies in April.

If the test flight is successful, the production of other major parts in Turkey will gain momentum. Defense sector officials note that if the T-129 project is successful, Turkey will be able to meet its helicopter needs using its own resources for many years to come. Turkey will also obtain license agreements for the T-129 and be able to export these helicopters to Third World countries.

[buglerbilly]

DATE:27/01/11

SOURCE:Flight International

Israeli Military Industries flare casts new light on combat zones

By Arie Egozi

Israel Military Industries has developed a new spectral flare that increases the survivability of combat helicopters in danger zones.

Smaller and lighter than flares now in use, the new product enables a helicopter to carry a larger number, allowing a longer safe flight in danger zones. IMI says the flare, initially tailored for use on Israeli air force Bell AH-1 Cobra helicopters, is effective against "advanced threats".

The Israeli air force uses its Cobra helicopters in missions over the Gaza strip where Hamas guerillas are equipped with shoulder-launched heat-seeking missiles.

In 2010, IMI partnered with Esterline Defense Technologies to produce and market IMI's new advanced covert flares in the USA. These countermeasure decoy flares provide protection against various infrared guided missile threats at both low and high altitudes.

Esterline is an established supplier to the US government, so the agreement gives IMI US market access.

IMI is also manufacturing a "dark flare", which is invisible to the human eye and was developed as part of an anti-missile system for passenger aircraft.

[buglerbilly]

First U.S.-Trained Afghan Helicopter Pilots Begin Mi-17 Qualification Course

(Source: U.S Air Force; issued January 26, 2011)

KABUL, Afghanistan --- The first two Afghan air force helicopter pilots to complete basic pilot training in the U.S. recently began the initial Mi-17 qualification course meant to convert them into Mi-17 helicopter pilots at the Afghan air force base in Kabul.

A hybrid of Croatian and U.S. helicopter training syllabi, the course is a six-month evolution that will qualify the pilots, 1st Lt. Abdul Saboor Amin and 1st Lt. Ahmad Fawad Haidari, as helicopter aircraft commanders in the Mi-17 and authorize them to fly as such in the Afghan air force, said U.S. Navy Lt. Jason Dickerson, the NATO Air Training Command-Afghanistan/438th Air Expeditionary Advisory Squadron training & evaluations officer.

"Since they have been trained and winged via a U.S. training program, the expectations from them as far as skill-level and overall professionalism is very high," Lieutenant Dickerson said.

Both the Croatian and U.S training pipelines are extremely challenging, and by design, the pilots expect a very high amount of work and professionalism to ensure a quality product, Lieutenant Dickerson said. As such, these two pilots are being held to a much higher standard.

Such an attention to detail is evident during a flight brief for a training mission that Lieutenants Amin and Haidari flew with their instructor pilot, Croatian air force Capt. Zoran Maranovic, an adviser with the 438th AEAS.

Perusing through the pre-flight weather, fuel, cargo and mission information, Captain Maranovic quizzed the Afghan pilots' understanding of the Mi-17 and the day's mission: a trip to Blackwater, a training site outside of Kabul, to practice traffic patterns.

"You put a pilot into traffic patterns you will learn everything you need to know about the pilot," Captain Maranovic said.

"Traffic patterns involve many elements of piloting: take-off, flying, ascent, descent, hovering, and final approach," he said. "It is a way of building consistency in skills and ability. This exercise gives them experience regarding how the aircraft operates, and is the best exercise for forming the foundation of pilot training."

Successfully answering Captain Maranovic's questions, Lieutenant Amin, Lieutenant Haidari and their IP made their way to the aircraft to begin the training evolution, which will bring their total flight time to around nine hours in the Mi-17.

"They are getting better and better," Captain Maranovic said. "They are exactly where they should be."

Switching focus from the training mission to the future of the pilots and the Afghan air force, Captain Maranovic said, "They are good pilots, and we will see a big difference in the Afghan Air Force because of them. If NATC-A continues to advise and instruct the pilots, we will not only lift the skill found in the Afghan air force, but we will also lift their spirits. Attitudes also need advising."

And just as the IP was impressed, so were the pilots themselves.

"This was the first time that I did everything well," Lieutenant Haidari said. "Procedure was good; flying was good."

While they were happy with the outcome of the exercise, the pilots said they understand the importance of continuing their focus and dedication to the course for their benefit, and the benefit of the Afghan air force.

"We hope to finish this training and learn from the IPs so we can be the ones training future (Afghan air force) pilots," Lieutenant Amin said.

"We are trying to bring a change in professionalism and safety to the pilot corps," he said.

It is this devotion to duty and Afghanistan that raises hope and admiration in NATC-A advisers and Airmen throughout the Afghan air force, Lieutenant Dickerson said.

"Lieutenants (Amin) and (Haidari) continue to impress all of the coalition advisors as well as their fellow Afghans," he said. "They are fitting in well with the existing squadron and are already very well respected among many of the current Afghan military (members)."

"In the future, as Lieutenants (Haidari) and (Amin) progress in experience and rank within the (Afghan air force), it will be a great honor to be able to look back on my experience here and say that I had a hand in training them and I'm honored to be able to know them and work with them as fellow rotary wing aviators," he said.

-ends-

[buglerbilly]

IAAC Adds Four Mi-171E Helicopters to Inventory

(Source: US Forces – Iraq; issued Jan. 23, 2011)



These Russian-made Mi-171E helicopters, equipped with a chin-mounted sensor ball and various defensive aids, are funded by the US under the Foreign Military Sales program. (US Forces Iraq photo)

BAGHDAD --- The Iraq Army Aviation Command accepted delivery of four new Mi-171E helicopters at its headquarters in Taji, as two were delivered Jan. 16 followed two more Jan. 23.

This latest delivery brings Iraq Army Aviation Command’s total inventory of Mi-171E helicopters to 14, as part of a foreign-military-sales purchase made by the Iraqi Ministry of Defense. The delivery was part of an ongoing deal coordinated with the help of U.S. Forces-Iraq’s Iraq Security Assistance Mission.

During Operation New Dawn, U.S. forces will continue to advise, train, assist and equip the Iraqi security forces, conduct partnered counterterrorism operations, and support and protect civilian and military efforts focused on developing Iraqi civil and institutional capacity.

These Russian-made aircraft will be used to conduct a variety of missions including counterterrorism, airlift and intelligence, surveillance and reconnaissance.

Iraq’s fleet of multipurpose helicopters now includes 30 Mi-17, which includes a number of aircraft that were already in the Iraqi inventory, and 14 Mi-171E helicopters. (ends)

[buglerbilly]

Chinook helicopters to be sold as Afghan mission ends


A Canadian Chinook helicopter is pictured on Sept. 10, 2009 in Afghanistan. National Defence has put 'For Sale' signs on the air force's Chinook helicopters in Afghanistan - two years after taxpayers shelled out $282 million to buy them. (Bill Graveland / THE CANADIAN PRESS)

The Canadian Press

Date: Tuesday Feb. 1, 2011 6:38 PM ET

OTTAWA — National Defence has put "For Sale" signs on the air force's Chinook helicopters in Afghanistan -- two years after taxpayers shelled out $282 million to buy them.

The department recently sounded out allies in the war-torn country to see whether any are interested in the heavy battlefield transports, purchased second-hand from the U.S. Army.

Some defence analysts suggest Canada might be better served by bringing the choppers home for domestic operations, perhaps improving the search-and-rescue system.

So far there have been no takers for the five CH-147D choppers, which were rushed into Afghanistan after the Manley commission made it a condition of Ottawa continuing the war until 2011.

Canada initially purchased six aircraft in a government-to-government arrangement with Washington, but one was shot down by Taliban small-arms fire in Panjwaii district, west of Kandahar city, last August.

To make up for the loss, Ottawa leased a D model American Chinook for the reminder of the mission. Defence officials refused to say at what cost.

If no buyers are found for the Canadian Chinooks they will be packed up and brought home when the combat mission ends in July, said the general who leads the transition headquarters.

"We're still looking to divest ourselves of them," Brig.-Gen. Charles Lamarre said in a recent interview with The Canadian Press.

"They're going to have to push that through and get them sold before we shut things down. If by chance we don't, we'll still have a responsibility to look after that equipment."

The air force picked up the Afghanistan choppers intending to sell them once the combat mission ended. The decision was made, in part, because there was a new fleet of helicopters on order.

The Conservative government signalled its intention to spend $4.7 billion on 15 new Chinooks a few years ago. The new choppers are latest model -- the F series -- and have been modified with extra-large fuel tanks and improved sensors.

But Rob Huebert of the Centre for Strategic Studies at the University of Calgary said the older Chinooks could serve a vital role in Canada.

They could free some of the newer helicopters for operations in the Arctic, or even bolster the country's hard-pressed search-and-rescue fleet, he said.

"I don't think having too many helicopters is a bad thing," Huebert said. "The type of capability and the type of lift the Chinooks provide can always be put to use here."

Having the surplus Chinooks around would give the military the opportunity during the summer to station one or two of the newer long-range helicopters in the North, where the Harper government has said it wants a more robust presence.

The air force has long had availability and spare parts woes with its CH-149 Cormorant search-and-rescue helicopters, and operations of that aircraft have been restricted to the East and West Coasts.

Huebert said the extra Chinooks could slide into search-and-rescue operations in Central Canada, where the smaller Griffon helicopter has been covering the gap.

The cost of maintaining and operating the older Chinooks might be slightly higher, he said, but likely not prohibitive to the extent that other fleets would have to be shut down.

The air force has said it would be expensive to keep the D model aircraft.

The Defence Department was asked for comment, but refused to discuss the rationale for ditching the helicopters.

[gf a.k.a. ROBOPIMP]

They would have copped a flogging in the ghan, I'm not surprised that they are struggling for takers...

[buglerbilly]

In principle I'd agree with this assessment BUT how flogged are they? A little bit.......a lot.......nearly dead???

I think the problem more likely lies in the fact the heavy Users, the Brits and the USA, have no funds to procure these in any case, not unless Canada is willing to "gift" them for a peppercorn price...........its only these two Nations that most probably have the facilities to mildly update them with no engines and some basic EW etc modifications..............

More or less anyone else buys them and they need to be flown somewhere to be recapitalised/renovated, updated and otherwise brought back up to scratch. Thats going to require C-17's and gets real expensive unless you got them for minimum cost to begin with.

[buglerbilly]

Which reminds me, what's going to happen to ours when the new ones arrive?

We'll probably be stupid enough to get rid of them.........again!

[JimWH]

I've kept my ear to the ground, and for what it's worth (not much) there doesn't seem to be any decision yet in the public domain. By the same token, nobody has yet said we're going to get rid of them.

[buglerbilly]

Ares

A Defense Technology Blog

France Suffers Tiger Accident

Posted by Robert Wall at 2/7/2011 10:27 AM CST

France has suffered the first operational Tiger accident in Afghanistan when one of the rotorcraft suffered a hard landing on Feb. 4.

The French defense ministry says the helo was escorting others between the the Tora base in Surobi and Kabul. One of the two crew on board was slightly injured, the other suffered bruises.

The incident occurred in difficult terrain and adverse weather conditions, the ministry says. The cause of the accident has not been established, but initial indications are hostile fire was not to blame.

The Tiger is one of three France has stationed in Kabul. It is part of a French helicopter detachment that has been in Afghanistan for some time, with crew rotating through.

France is the first country to deploy the Tiger to Afghanistan, although Australia may do the same.

[buglerbilly]

A solution.....?

Airbags Designed to Save Helicopters Hard Landing on Rough Terrain

February 7, 2011


Aero Sekur’s shock attenuation system is designed to aid crew and helicopter survival. The system is expected to be ready for flight next year. Phoro: Aewro Sekur

A new safety device developed for civil and military medium helicopters, Aero Sekur’s shock attenuation system is designed to aid crew and helicopter survival. It is the industry’s first integrated solution to aid unscheduled descents on both land and water. Aero Sekur estimates that the new helicopter landing system will be available in 2012.


The shock absorption/flotation airbag system developed by Aero Sekur is designed to minimize airframe crash damage by limiting inertia load on the fuselage and frame. Photo: Aero Sekur

The shock absorption/flotation airbag system is designed to minimize airframe crash damage by limiting inertia load on the fuselage and frame. This initiative has the potential to lead profound change with manufacturers’ approach to helicopter safety solutions, utilizing lighter airframe construction for helicopters, offering improved performance with enhanced crashworthy capability. Aero Sekur has partnered with Bangalore based Sika Interplant Systems as its Industrial Partner in India.

“Working closely with leading aero industry manufacturers, we identified a need for a solution to increase survival rates of helicopter crews.” Aero Sekur’s Chief Executive Officer, Mark Butler said, indicating that the new safety systems could be deployed to address un-scheduled landings suitable for all landing terrains. “The shock attenuation aspects of the system were originally developed as part of our work for the ESA ExoMars program.” Butler explained relating to Aero Sekur’s shock attenuation airbags used to deliver Mars probes safely to rest on the red planet.

© 2011 defense-update.com

[buglerbilly]

Aero India: Indian Army takes delivery of more powerful Dhruvs

February 11, 2011

Hindustan Aeronautics Limited (HAL) officially handed over to the Indian Army Aviation Corps (AAC) the first Dhruv Advanced Light Helicopters (ALH) powered by Shakti engines at Aero India in Bangalore on 10 February.

At a handover ceremony, Maj Gen P. K. Bharali, the additional director general of army aviation, received the first five of the twin-engine craft.

The Dhruv Mk.III is different from its predecessors by being powered by the new Shakti turboshaft engine co-developed by Turbomeca and HAL.

However, this is not the only change in the ALH. Dr. Prasad Sampath, general manager of HAL’s Rotary Wing Research and Design Centre, traced the progression of the Dhruv: ‘The Mk.I, powered by Turbomeca TM 333 2B2 engines, featured a conventional cockpit and minimal vibration control, while the Mk.II that appeared in 2007 had a glass cockpit and first-generation active vibration control. The latest Mk.III features second-generation active vibration control, Shakti engines and additions to the cockpit displays.’

Shakti engines mate a HAL gearbox and 1,032kW Turbomeca engine. The latest Dhruv Mk.III can carry a 200kg payload at an altitude of 6,000m. This compares with a payload of just 50-100kg for the incumbent 825kW engine. A high-altitude capacity is a critical requirement for the Indian Army.

The same Shakti engine powers the Light Combat Helicopter (LCH) that made its public flying debut at Aero India 2011.

The powerful Shakti engine will also be a boon for Dhruv Weapon System Integrated (WSI) variants that carry a 20mm cannon, rockets and Mistral missiles on external pylons.

A Turbomeca spokesman said that the engines for the first five Dhruv Mk.IIIs were built in France, but that future units would be assembled in India from kits.

Namwar Cheubey, HAL Engine Division’s chief supervisor (customer services), revealed that HAL has already received 65 kits from France, although components will increasingly be built in India. Turbomeca will produce the engine as the Ardiden 1H1.

A total of 159 helicopters will eventually be inducted into the Indian armed forces, with all future production craft featuring Shakti engines.

By Gordon Arthur, Bangalore

[buglerbilly]

Aero India: Eurocopter showcases armed Fennec

February 12, 2011

Eurocopter exhibited its armed AS550 C3 Fennec publicly for the first time at Aero India in Bangalore from 9-13 February.

The rotorcraft is Eurocopter's contender for India's Reconnaissance and Surveillance Helicopter (RSH) programme, now in its closing stages, to replace elderly Chetak and Cheetah helicopters.

This is the second time the Fennec has competed; the Light Observation Helicopter (LOH) programme was cancelled in 2007 after the Fennec had been declared the winner.

With the AgustaWestland AW119 Koala pulling out of the competition in mid-2010, the Fennec is battling the Russian twin-engine Kamov Ka-226T for a lucrative197-helicopter contract (133 for the army and 64 for the air force).

Rainer Farid, Eurocopter's vice president of sales for South Asia, said he was confident a decision would be made during the second half of 2011, since the Indian Ministry of Defence was coming under increasing pressure to procure new helicopters.

‘In 2007 the need was urgent. Now it is critical,' claimed Philippe Kohn, Eurocopter's military operational marketing manager.

Kohn was mission commander for the Fennec trials in the first five months of 2010. He said that the key advantages of the single-engine Fennec lay in its simplicity.

‘It is simple to fly, simple to fight, and simple to maintain,' Kohn said.

During 80 hours of test flights, the Fennec attained a 100% availability rate under a team of three Eurocopter mechanics. In sharp contrast, a team of 30 was required to keep the Ka-226T operational. Smaller and lighter than its Russian competitor, the Fennec is the only helicopter ever to land on the 8,848m summit of Mount Everest.

The Indian requirement does not specify weapons fitment, but Eurocopter is proffering the Stand-Alone Weapon System (SAWS). This flexible weapon suite can incorporate a 20mm cannon pod, 70mm guided rockets or Ingwe missiles, allowing weapons to be rapidly changed according to mission requirements.

Farid said India was considered the number one market in terms of potential helicopter sales.

While the Fennec bid is a current priority, the NH90 will be participating in field evaluations in March/April in a competition for 16 ship-based Multi-Role Helicopters (MRH) to replace the Sea King.

Other aircraft that Eurocopter will be entering in upcoming Indian programmes include: the AS565 Naval Panther for 56 ship-based Naval Utility Helicopters; the EC725 for 14 special operations craft; and the AS565 Naval Panther for 16 Indian Coast Guard craft.

By Gordon Arthur, Bangalore

[buglerbilly]

PZL-Świdnik Delivers Four W-3PL Głuszec Helicopters to the Polish Land Forces

(Source: AgustaWestland; issued Feb. 11, 2011)


Poland’s PZL Swidnik, now under AgustaWestland’s wing, has derived a troop-carrying gunship from the venerable Sokol and has delivered four to the Polish army. (AW photo)

AgustaWestland, a Finmeccanica company, is pleased to announce that PZL- Świdnik has delivered all of four upgraded W-3PL Głuszec helicopters, a multirole combat version of the W-3 Sokół, to the Polish Land Forces.

PZL- Świdnik and the Polish Ministry of Defence signed a research and development phase contract in 2003 for a prototype W-3PL (Głuszec) helicopter, a modernised version of the Army’s existing helicopter. A second contract was signed in 2006 to upgrade four in service helicopters to W-3PL standard. PZL- Świdnik and the Polish Land Forces are now discussing the possiblility to modernize additional W-3 helicopters to the Głuszec standard.

The multi-role W-3PL Głuszec draws on knowledge gained from the Polish Air Brigade’s experiences on combat missions in Iraq. An in-depth modernization of all the helicopter’s systems was implemented to enhance its capabilities for a range of missions including troop transport, combat search and rescue (CSAR) and armed attack of ground targets.

The helicopter is now equipped with a 4-axis AFCS, engines with FADEC, and an NVG-compatible cockpit with Multi-Function Displays. Navigation equipment package includes INS with GPS, Tacan, VOR/ILS, DME and a digital map. All communication, navigation and weapon systems are now fully integrated. The W-3PL Głuszec is also fitted with self-protection equipment and systems including IFF, RWR, IR warning receiver, chaff and flare dispensers and armour protection for the crew seats, floor and cockpit doors.

Ten fully equipped troops can be transported by the W-3PL on folding seats in utility configuration with the troop commander position equipped with an MFD. For SAR missions the cabin can be fitted with up to four stretchers, medical equipment, rescue hoist and searchlight.

A range of weapon systems integrated with a sight-unit (TV/FLIR, Laser RF and HUD) include rocket launchers, a conformal side pod with 23 mm gun, mine laying system on NATO standard beams and a 12,7mm machine gun in a nose mounted turret.

Almost 150 Sokół helicopters have been sold so far to 20 customers in 8 countries. The Sokół can perform a number of roles including military missions, fire-fighting, utility, EMS, law enforcement and VIP/corporate transport.

-ends-

[buglerbilly]

AgustaWestland debuts AW139M US military helicopter

February 17, 2011


AgustaWestland North America, Inc. today introduced its AW139M military helicopter for the US military market.

AgustaWestland customized the military version of the multi-role, off-the-shelf AW139 medium-twin helicopter, integrated with proven US military technology for the US Air Force's Common Vertical Lift Support Program. The AW139M is being featured at the AFA Air Warfare Symposium, Feb. 17-18, 2011.

"AgustaWestland meets every US Air Force CVLSP mission requirement while offering substantial acquisition and operational savings," said R. Scott Rettig, chief executive officer, AgustaWestland North America. "The innovation and investment made by AgustaWestland ensures the lowest risk, most cost effective replacement for the CVLSP platform."

Manufactured in the company's Philadelphia, Pa. facility and tailored with US military technology from suppliers across the nation, the AW139M includes a high-definition FLIR, self protection equipment including infrared detection and countermeasures, avionics and heavy duty landing gear. For military missions, the AW139M features a low thermal and acoustic signature and is available with a full ice protection system, allowing all-weather operation at the US Air Force's northern-tier missile bases.

The AW139M CVLSP also includes dedicated equipment such as armored seats to improve crew protection; ballistically-tolerant, self-sealing fuel tanks; and an external stores system for carrying gun pods, missiles and air-to-ground rockets. With unrivaled range and the highest power-to-weight ratio in its class, the AW139M sets standards of multi-mission performance in hot and high conditions and with a cruise speed of 165 knots. The AW139M provides 30 percent more cabin volume and 50 percent more payload than the legacy CVLSP platform, while maintaining a similarly-sized external footprint.

AgustaWestland manages an active, highly efficient AW139 production line in the company's Philadelphia, Pa. manufacturing facility. Used in multi-mission roles by 135 customers in 50 countries, more than 300 AW139s are operational today, flying demanding missions for government customers such as the United States Department of Homeland Security, the Republic of Ireland, the UAE Air Force and others.

Source: AgustaWestland

[buglerbilly]

The much larger nose of the "M" is far more obvious here...............

[buglerbilly]

IDEX: UAE To Modify Black Hawks Into Gunships

By ANDREW CHUTER

Published: 21 Feb 2011 15:38 Links

ABU DHABI - The United Arab Emirates is set to turn a number of its Sikorsky Black Hawks into gunships in a deal with the U.S. helicopter maker worth nearly 1 billion Arab Emirate dirhams ($272 million).

The announcement of a plan to buy weaponization kits for 23 of its Black Hawk UH-60M helicopters was the pick of a 4 billion Arab Emirate dirham order bonanza unveiled by the UAE armed forces at the IDEX show Feb. 21 in Abu Dhabi.

Included in the list of 21 orders was a second deal with Sikorsky, this time a program to train Black Hawk pilots and technicians in a contract valued at 65 million Arab Emirate dirhams. The scheme to turn the UH-60M into an air assault machine gives the U.S. helicopter maker a launch customer for the Battle Hawk weaponization package it has been working on for some time now.

A Sikorsky spokesman here was unable to give additional information on the deals.

Information previously released by the company shows the weaponization package will give the UAE military a helicopter able to fire rockets, heavy-caliber machine guns and missiles from four weapon stations.

The bulk of the work will be undertaken by AMMROC, the maintenance, overhaul and repair center set up here last year in a joint venture between Sikorsky and a local company, Abu Dhabi Aircraft Technologies.

With further development work still needed on the weaponization package, sources said it was likely the first modified helicopters would be handed over to the UAE around 2014. The deal could be expanded later to cover further weaponization kits, the sources said.

UAE has long been tipped as a launch customer for the Battle Hawk package, but Sikorsky wasn't the only helicopter manufacturer to benefit from new orders here.

AgustaWestland secured a 336 million Arab Emirate dirham order for the delivery of four AW139 rotorcraft for VIP duties.

The helicopter deals kicked off what is likely to become a daily routine of contract announcements here if the last IDEX show provides an example. Almost every day at IDEX 2009, the IDEX spokesman arrived in the press center to reel off a long list of orders running into billions of dirhams.

The centerpiece announcement in 2009 was the purchase of Alenia Aermacchi M-346 trainers and light attack aircraft. That deal remains on ice with the two sides at loggerheads over a number of issues, and there is little indication the deal will be signed any time soon.

Asked whether there had been any progress toward signing the deal, IDEX spokesman Maj. Gen. Obaid Al Ketbi said there was "nothing much happening in that area."

Then, as now, many of the announcements for small-value deals caught contractors by surprise.

Included in the list of contracts this time around is South Korean company Hanwha, which is supplying arms and ammunition; engines for unmanned air systems from Denel of South Africa; fire control systems for naval guns from Selex of Italy; munitions from Diehl BGT Defence of Germany; and bulletproof vests from local company Al Naboodah Protection.

The IDEX spokesman there would be more deals to come over the next few days.

[buglerbilly]

New Helicopter On Army Horizon

(Source: U.S Army; issued February 22, 2011)

REDSTONE ARSENAL, Ala. --- While most of the focus in today's Army is on the war fighter and how best to support current military operations in Iraq and Afghanistan, a leader in military aviation is calling for some of that focus to shift to the equipment needs of the future.

In the Army's aviation arena, that future focus should aim on a new rotary wing platform, said Maj. Gen. Anthony Crutchfield, Army Aviation branch chief and commander of the Aviation Center of Excellence at Fort Rucker, Ala.

Speaking at the Army Aviation Association of America's 37th annual Joseph P. Cribbins Aviation Product Support Symposium at the Von Braun Center on Thursday, Crutchfield said the symposium's theme - "Army Aviation: The New Challenge" - emphasizes the need for planning for future systems that will continue to grow the Army's aviation mission.

"We'll not begin the next fight the way we end this one," Crutchfield said, referring to Operation Iraqi Freedom and Operation Enduring Freedom. "The aviators of today were trained by Vietnam veterans, but this war is not Vietnam. We have to prepare for a 21st century fight. Our greatest challenge lies beyond the horizon, beyond Iraq and Afghanistan."

The future security environment will be built on Army needs and capability assessments, he said, but, to get to that, Army aviation leaders must "go to a 20-foot hover and start looking past Iraq and Afghanistan."

Crutchfield centered many of his comments on comparing two aviation systems - the highly successful "Huey" helicopter and the failed attempts to build the Comanche helicopter.

Huey (UH-1) helicopters have been in the Army's aviation arsenal since Vietnam. The Huey took four years to go from requirement to first flight, and eight years from requirement to full production.

More than 7,000 Hueys flew in Vietnam and 16,000 were built, providing a proven helicopter system that has been used worldwide. Just two weeks ago, the Yakima Training Center in Washington state retired their Huey as the unit's Medevac helicopter.

"That's one of the last Army units to have UH-1s. That's 51 years of service," Crutchfield said. "It lasted 51 years for us."

In contrast, it took eight years of new aviation system development just to come up with the name "Comanche." It took 22 years to build two Comanches, now museum pieces. The program was canceled, with much of its resources being rerouted to modify the Army's proven aviation systems.

"I don't think we can continue that way. The Huey wasn't perfect, but we've modernized it along the way," Crutchfield said. "I don't want to offend anyone with the Comanche and UH-1 analogy. I just want to drive home the point that we can't expect to get it all right, but we also can't afford to get it all wrong."

With the Huey, the Army determined the requirement, developed a solution, procured and fielded a quality airframe, and adapted that airframe through modernization. With the Comanche, the Army and its industry partners kept searching for the perfect platform and never got it within its grasp, he said.

Today's challenge is that the Army must find replacements for an aviation fleet that does not have an infinite lifespan, even with modernization taken into account. Crutchfield said the Apache and Black Hawk lifespans end in 2040, the Chinook's lifespan ends in 2035 and the Kiowa's lifespan ends in 2025.

"We've got to set an aim point for a future level and then we need to develop a new airframe by 2025," he said. "We're not going to field the perfect solution, the Holy Grail. If we try for the Holy Grail, then we will cancel the next thing and we won't be flying anything."

The role of the next airframe - lift, attack or utility - has not yet been determined. But, Crutchfield said the Army and industry partners must look out beyond current needs and determine requirements based on "our best assessment of the future."

That "best assessment" means synchronizing needs across the aviation enterprise and the war fighting functions to include movement and maneuver, fire systems, intelligence, sustainment, command and control, and protection. It also means realizing that changes in science and technology, Army doctrines and tactics, force structure and the enemy will have to be considered.

Other factors to consider is that aviation systems must be able to operate in a collaborative environment of networks and a mix of ground and air capabilities; that funding will be limited; that new airframes must perform, be available, increase in range, speed, payload, survivability and reliability, and reduce in logistical footprint; and that aviators can't expect to always operate from fixed bases.

The Army's new airframe can be available by the 2030 timeframe if the aim point is kept stationary and if the Army is willing to accept "good enough" based on assessments and analysis, Crutchfield said.

"This is revolutionary, not evolutionary," the major general said. "I feel passionately about this because the men and women who trained me handed off to me a mantle. I feel like they have entrusted in me something that is very valuable. I do not want to let you down, our Soldiers down, our Army down or our nation down.

"I feel, finally, in my heart, that if we can set an aim point, stick to it, develop a product and make trade-offs based on what's good enough, then we will have a new airframe."

-ends-

[buglerbilly]

DATE:02/03/11

SOURCE:Flight International

US Army opens bidding for next helicopter missile-jammer

By Stephen Trimble

The US Army has finally launched the source selection process for the common infrared countermeasures contract after a four-month delay.

The CIRCM tender is expected to draw bids from the army's two largest infrared countermeasures suppliers - Northrop Grumman and BAE Systems - as well as independent bids from new challengers, including ITT, Lockheed Martin and Raytheon.

Two companies will be selected to compete in a technology demonstration phase, with the winner likely to receive a follow-on contract to finish development and launch production.

The demonstration phase is scheduled to last 20 months. The first prototypes will be scheduled for delivery after nine months, and a preliminary design review should be completed five months later, according to army acquisition documents.

The CIRCM will replace a wide range of defensive systems installed on thousands of helicopters and tiltrotors in the US military's fleet, as well as becoming a major player on the export market.

The army is asking for a lighter and more reliable solution than two current models - Northrop's directional infrared countermeasures and BAE's advanced tactical system. The complete system, including lasers and pointer-trackers, is required to weigh no more than 39kg (85lb).

In response, the competitors are proposing to introduce new advances in infrared countermeasures technology, such as fibre-optic connections between sensors and jam heads.

Northrop is teamed with Selex Galileo to integrate the latter's Eclipse micro-pointer/tracker with a Viper laser. BAE is offering an advanced system based on its Boldstroke technology initiative.

Among the new challengers, ITT is offering components recently developed in projects funded by the US Air Force Research Laboratory. Raytheon, meanwhile, has adapted the AIM-9X air-to-air missile's seeker into a product called Quiet Eyes. Finally, Lockheed Martin Missiles and Fire Control is offering a quantum cascade laser supplied by Daylight Solutions.

[buglerbilly]

Aimed more at the CSAR and SpecFor role than humanitarian role stated here............

New H-60 helicopters Arrive to Operate from Santa Maria (RS)

(Source: Brazilian Air Force; issued March 3, 2010)

(Issued in Portuguese; unofficial translation by defense-aerospace.com)



One of the Brazilian air force’s new Sikorsky UH-60L Black Hawks flies over upstate New York during its ferry flight to Santa Maria. (FAB photo)The Panther Squadron (5th/8th GAv), based at Santa Maria Air Base, celebrated on March 1 the arrival of the first two UH-60L Black Hawk helicopters that will be operated by the Squadron.

These new American-made helicopters left Sikorsky's plant in Elmira, in upstate New York, on February 13 and crossed the skies of many countries in the Americas and 16 days later they are finally beginning to fly from their new base in Santa Maria.

An official ceremony of incorporation to mark the introduction of the new aircraft will take place in March or April, with the presence of the Commander of the Air Force and other high-ranking military officials at Santa Maria Air Base.

The squadron has been preparing to receive and operate the Black Hawk since April 2009, when it was first officially informed that it had been designated to operate the new helicopters.

The training marathon was carried out by the squadron and the Harpia Squadron (7th/8th GAv) based in Manaus (AM) with the US Air National Guard and Flight Safety in the United States, and included several courses for pilots, mechanics, equipment operators, gunners and rescue men.

Replacing the old UH-1H helicopters, which operated for nearly 40 years from Santa Maria, these first two aircraft, out of a total of eight, will require several operational changes for the personnel of the Fifth Squadron of the Eighth Aviation Group, since the new helicopters will allow humanitarian and Search and Rescue missions, like those that were flown during flooding in nearby Santa Maria, Agudo and Toropi in 2010, to be carried out more safely and under adverse weather conditions.

In addition, tools such as night vision goggles (NVG) and navigation among obstacles (Nap of the Earth) will be employed more efficiently as the aircraft is extremely reliable and manoeuvrable.

From now on, the Panther squadron begins a new phase of operational excellence, which will enable it to act more efficiently and effectively to promote the security and safety of the Brazilian people and of the skies of our nation.

Technical Data of the New Aircraft

-- Origin: USA
-- Capacity: 12 seats (pilot included); up to 6 stretchers
-- Basic Weight: approx. 12,700 lb (5760kg)
-- Length: 19.76 m
-- Height: 3.76 m
-- Power: 1662 SHP (continuous) / 1940 SHP (emergency)
-- Maximum Takeoff Weight: 22,000 lb (9980kg)
-- Cruise speed: varies according to situations; on average 120kt (216kmh)
-- Max weight for winch rescue: 270kg
-- Max Hook load (external transport): 9000lb (4080Kg)
-- Equipped for Instrument Flight Rules (IFR; it can fly at night)
-- Twin-engined helicopter: safer in case of engine failure
-- In-flight endurance: approx. 3h40min (varies with take-off weight).

-ends-

[buglerbilly]

Prez Helos Flying Black Soon?

By Colin Clark Friday, March 4th, 2011 9:39 am



Comment is obviously aimed at some of the SpecFor/State departments.........some of the commentary by US readers is farcical in its stupidity, rampant hyperbole and venomous anti-foreigner ranting..........everyone seems to have forgotten that its a program led by LM, the airframe was NEVER the problem, the TONNES of additional gear they stuck in it was! A classic case of a program being allowed to expand out of all proportion to the original scope and the USN and Prez's office have never been held to account for this............wonder why? Oh that's right, let's blame the Contractor!

When Defense Secretary Robert Gates put the presidential helicopter program on ice in 2009, he left nine completely built birds sitting in a hangar.

Given the fabulous capabilities required of the VH-71 helicopters — executive protection plus, hardened and encrypted communications gear, all sorts of neat active protective systems — it seemed a bit sad that they would just sit under wraps as a symbol of all that’s bad about Pentagon acquisition. They did, after all, cost $3.2 billion. (We checked around and it’s not clear exactly how many of the VH-71s are completely equipped and ready to fly but it looks like there are at least six.)

Now we hear that one of those agencies that can really use encrypted comms and birds that can do all sorts of nifty things wants to unwrap them and fly them. One of the possible advantages of using these birds is that — if they are flown without US military markings — the modified AugustWestland AW101s can be mistaken for helicopters belonging to a number of nations. Also, these helicopters are used for both civil and military applications.

The late Rep. Jack Murtha said when he was chairman of the House Appropriations defense subcommittee that the Navy had to some way to recoup the $3.2 billion spent on the first tranche of the cancelled VH-71 presidential helicopter.

We don’t know any more than this, but it would seem a reasonable use of some very expensive hardware with top of the line capabilities and a way to recoup those cost. Perhaps just the thing for flying close to the Pakistani border.

Read more: http://www.dodbuzz.com/2011/03/04/prez-helos-flying-black-soon/#ixzz1FgRMKdZY

[buglerbilly]

Army Building New 'F' Model Kiowa Warrior

(Source: US Army; issued March 15, 2011)


The US Army plans to buy 368 upgraded “F” model OH-58s light helicopters to replace the current “D” models (above). The first is to fly next year. (US Army photo)

I remain bemused that they are still going to use this POS helicopter...................

ARLINGTON, Va. --- The U.S. Army is beginning mission equipment upgrade modifications to its fleet of OH-58 Kiowa Warrior scout aircraft in an effort to build a new, high-tech "F" model helicopter designed with improved avionics, better sensors and stepped-up overall performance capability, service officials said.

The first "F" model flight is slated for next year, said Lt. Col. Scott Rauer, product manager, Kiowa Warrior. Overall, the Army plans to acquire 368 "F" model OH-58s, an aircraft which comes to life through a series of technical upgrades and changes to the current "D" model Kiowa. .

Today, 94 Kiowa Warrior scout helicopters have been busily performing a range of crucial missions in Iraq and Afghanistan to include light attack missions, general reconnaissance, IED detection and convoy escort missions, Rauer said.

"It's the highest demand rotary-wing aircraft in Army aviation. It flies more than 90 hours a month -- about seven times the normal usage rate," he added.

The "F" model Kiowa upgrade - which will ensure the aircraft's service life through 2025 - includes a host of technical upgrades being performed by an Army government design house at Redstone Arsenal, Ala., and a handful of its industry partners to include Bell Helicopter, Honeywell and Rolls Royce.

The thrust of the improvements center around a Cockpit and Sensor Upgrade Program, or CASUP, which improves the sensors and moves them to the nose of the aircraft, Rauer explained.

The new sensor, called the AAS-53 Common Sensor Payload, includes cutting-edge sensing technologies such as an advanced infrared camera, a color Electro-Optical camera and an image intensifier similar to what is used by Night Vision goggles, Rauer said.

The sensors are engineered to work together with laser designators and image trackers to pinpoint targets on the battlefield.

"This is a major leap ahead in situational awareness for the crew. The Common Sensor Payload does bring fusion technology where it can merge imagery. With this sensor, you can fuse imagery together to get the best picture," Rauer said.

Moving the sensor to the nose, which involves removing the mast-mounted sight, which currently stands on top of the "D" model Kiowa, requires the transmission mounting structures to be redesigned, Rauer explained. "You've got to be able to pass the rotor vibrations cleanly to the rest of the aircraft," he said.

The "F" model Kiowa will be outfitted with next-generation cockpit technologies called Control and Display Subsystem, version 5, Rauer said. "This brings advanced processing power, more memory and throughput, full color graphics, and dual-independent advanced moving maps," Rauer explained.

The improved cockpit avionics - made by Honeywell - include an increased capacity to store and process key digital information.

The "F" model cockpit will include a Force Battle Command Brigade and Below, or FBCB2 display screen. Later versions of the "F" model aircraft will include a faster, more high-tech Blue Force Tracker 2 for improved battle situational awareness.

The aircraft will also be built with a dual-channel full-authority digital engine-controller built by Rolls Royce, to ensure the engine operates at its required power level regardless of the environment and the various demands placed on the aircraft, Rauer said.

The OH-58 is configured with what is called Level 2 Manned-Unmanned teaming, or L2MUM - which means that the pilots in the cockpit can view feeds from nearby unmanned aircraft systems in real time.

In terms of protection, the Kiowa Warrior is configured with protective ballistic floor armor and the Common Missile Warning System, or CMWS, which can shoot off flares to divert incoming missiles, Rauer said.

-ends-

[buglerbilly]

South Africa Launches Combat Helicopter Program

AGENCE FRANCE-PRESSE

Published: 1 Apr 2011 17:18

JOHANNESBURG - South African defense firm Denel handed its new Rooivalk armed helicopter over to the military April 1, a project 27 years in the making touted as a boost to national pride.

The Rooivalk program, which cost an estimated 613 billion rand ($91 billion, 64 billion euros) (FUCK OFF! There is no way it cost this much fer Crissakes..........bloody idiots! What? Its got diamonds studded all over it.........:violent) from its launch in 1984 under the apartheid regime, had often been derided as a waste of money in a country whose military mission had changed radically during that time.

But air force leaders and defense contractors said April 1 the handover of five combat-ready helicopters was a proud day for South Africa and a sign of the country's robust industry.

"It proves that South Africa has the capacity for design, engineering and manufacturing to compete effectively in the global environment," said Antonie Visser, chief of defense materiel for the South African defense department.

"It is giving a certain image to South Africa, that we are capable of producing such equipment. That's exactly the reason why there are many aviation companies that make use of South Africa to help them manufacture certain components," he told AFP.

The Rooivalk, which can be armed with anti-tank missiles and is equipped for night combat, was conceived during the apartheid era when South Africa was under a United Nations arms embargo and needed air support for troops fighting a war against the post-independence government in Angola.

But the country's history and military mission changed dramatically with the fall of white-minority rule, throwing the helicopter into an uncertain future.

Plans to export the helicopter foundered as the project dragged on. To date the only customer is the South African government, which plans to buy a modest total of 11 Rooivalks - the remaining six to be delivered by year's end.

[ARH v.3.1]

April fools?

[buglerbilly]

You'd like to think it was.................:wtf

[buglerbilly]

SAAF finally takes delivery of fully operational Rooivalk helicopters

By: Keith Campbell

1st April 2011

SA announcement without the wind-up................

The first five fully operational Rooivalk helicopters were handed over to the South African Air Force (SAAF) by Denel Aviation on Friday morning. These fully operational aircraft are designated as the Rooivalk Mk 1. Previously, although the Rooivalks could fly, they were not truly operational and could not be deployed, for example, to support United Nations peacekeeping operations.

“This is a historic moment for Denel and indeed the entire South African defence and advanced manufacturing industries,” affirmed Denel group CE Talib Sadik. “The Rooivalk is unique and a singular triumph for South African engineering and advanced manufacturing.”

“Denel is exceptionally proud to have been involved in the development of this helicopter,” he asserted. “The Rooivalk programme has been a catalyst for the development of South Africa’s aerospace and advanced manufacturing industries. The spin-offs from the Rooivalk programme will continue far into the future.”

He highlighted that the Rooivalk (Kestrel in English) had been an incubator for research and innovation, including pioneering use of composites, the development of avionics, weapons control systems and electro-optical sights.

Development of the Rooivalk started with the start of the design phase in 1984 and the first prototype, known as the XDM, made its first flight on February 11, 1990. “The Rooivalk has been developed over the past quarter century,” said Denel Aviation CEO Mike Kgobe. “Denel Aviation is the design authority for the Rooivalk. We are exceptionally proud of our achievement.”

“This is a great moment for the South African Air Force,” stated SAAF Chief Lieutenant-General Carlo Gagiano. He pointed out that, over the years, a number of modifications and upgrades had been made to the Rooivalk, partly to integrate new technologies and partly to adapt the aircraft to the changing requirements of the SAAF.

“Our constructive relationship with Denel will not end at this point,” he assured. Denel Aviation, as the design authority, will remain responsible for the deeper maintenance of the aircraft and for repair and overhaul services. The company, which is a wholly-owned subsidiary of the State-owned Denel defence industrial group, will upgrade another six Rooivalks to Mk 1 standard.

The Rooivalks, which are now formally designated as combat support helicopters by the SAAF, will be operated by 16 Squadron at Air Force Base Bloemspruit, near Bloemfontein in the Free State province. Currently, the Rooivalk Mk 1s are armed with a 20 mm cannon and unguided rockets. The helicopter can fire the Denel Dynamics Mokopa missile, but the SAAF has not yet acquired this weapon.

[buglerbilly]

Ares

A Defense Technology Blog

Pentagon Seeks Injured Helo Pilot Feedback

Posted by Michael Bruno at 4/4/2011 4:09 AM CDT

The Office of the Secretary of Defense is commissioning an online survey of present and former U.S. military helicopter pilots and crewmembers regarding back pain and injury they may have experienced during or after flying helicopters. U.S. officials recently asked for our help in publishing the survey, and we thought it a worthy public service -- please help spread the word.

Official say it has been determined that helo pilots suffer back pain and injury at a rate 4-5 times greater than the general population. "If we are able to quantify the number of people who have suffered from this problem, and identify the cost of providing a state-of-the-art seat for pilots and crewmembers, we may be able to justify a replacement that is ergonomically designed to eliminate or reduce the problem," says Kristin Hamon, principal investigator on the team of researchers. As it stands now, many pilots spend their own money on “off-base” medical treatment or chiropractors just to keep flying. "This needs to be fixed."

We agree.

OSD researchers urge current and former military pilots and crewmembers to complete this online survey at www.DoDhelicopterseatsurvey.com. Completed surveys are anonymous and should only be taken once. If you participated in a similar January 2010 Navy and Marine Corps survey, please do not complete this survey, as the results will be merged with this study.

The survey will be available through April 30.

[buglerbilly]

Army Building First Block III Apache

(Source: US Army; issued April 6, 2011)

ARLINGTON, Va. --- The U.S. Army has begun construction on the first fuselage of its next-generation AH-64 Block III Apache helicopter.

The new attack helicopter will be built with a stronger engine, improved avionics, better computer networking capability and increased maneuverability when compared with current models, service officials said.

The first Block III aircraft -- now being built at a Boeing facility in Mesa, Ariz. - will roll off the production line this fall, said Lt. Col. Dan Bailey, product manager for the program. The first two aircraft will be used for developmental purposes, and the next five after that will be used to train the first unit equipped, he said.

The Apache Block III aircraft will begin to be fielded with units by the end of 2012, Bailey said.

Overall, the Army plans to acquire 690 Block III Apaches between now and 2026 at a production rate of roughly two battalions per year, beginning in FY 2013. Of this amount, 643 will be re-manufactured aircraft and 56 will be "new builds," Bailey explained.

As part of its preparation of the Block III Apache, the program completed a "logistics demonstration" in March designed to show that the aircraft will be maintainable once fielded. The demonstration checked on the avionics, wiring, gear boxes, cockpit seat and electronics, among other things.

"We walked through all of these tasks to find the issues and things that needed to be fixed. This demonstrates that the aircraft will be sustainable and maintainable in the future, thus easing the burden on the warfighter," Bailey said.

"We thought we would need a full three months for this, but we finished three weeks early and found that only 2 percent of the overall tasks needed refinement."

The Block III Apache features a 701D engine, composite rotor blades, improved networking and communications avionics, and an Improved Drive System of the 21st Century -- known as IDS-21 -- Face Gear Transmission.

"The new 701D engine has a significant increase in reliability based on new coating, new metal and increased airflow which allows it to operate at higher temperatures," Bailey said.

-ends-

[buglerbilly]

Swedish Military Ramps Up Helicopter Fleet

(Source: TheLocal.se; published April 9, 2011)

Sweden has committed to buying 15 new American-made Black Hawk helicopters to help increase its fleet in Afghanistan.

Final negotiations are ongoing and if all goes well the first of the new machines may be delivered within a year, according to Defence Minister Sten Tolgfors.

The plan is for Swedish pilots begin training on the new helicopter system in the US this summer in readiness for the arrival of the helicopters early next year. This, according to Tolgfors will allow Sweden to increase its military presence in Afghanistan from 2013.

The entire new fleet of Black Hawks will be fully operational by 2017.

By purchasing a proven system, Sweden can reduce its costs and take delivery earlier wrote Tolgfors in the Dagens Nyheter (DN) newspaper.

Although the final cost has not been reported the government has allocated 4.7 billion kronor ($755 million) for new helicopters. The defence minister added that this sum also includes the operation of the system until 2020 and the training of pilots, crew and technicians.

The government is hoping that the purchase of the Black Hawks will provide a long term solution to Sweden's helicopter problems.

They will be hoping for a better solution than the last major acquisition of this kind, the Helicopter 14 [Swedish designation for the NH-90—Ed.], which was supposed to be delivered in 2008 but is not now expected to be fully operational until 2020.

-ends-

[buglerbilly]

HMX-1 ‘Big Irons’ reassigned to operating forces

4/12/2011

By Andrew Revelos, Marine Corps Base Quantico

MARINE CORPS AIR FACILITY QUANTICO, Va. — After 44 years of service at the Corps’ most historic helicopter squadron, the last CH-53 helicopters from Marine Helicopter Squadron 1 will soon be reassigned to the operating forces. The CH-53s will be redistributed as part of the Marine Corps fiscal year 2011 aviation campaign plan, which will increase the Corps’ number of CH53E helicopter squadrons.

Honored at an April 15 ceremony at HMX-1, the CH-53 was an integral part in presidential support mission since 1967. The CH-53 was responsible for “green side” HMX-1 missions: supporting the executive flight detachment, transporting the White House staff, United States Secret Service, and White House press corps, and facilitating training aboard Marine Corps Base Quantico.

Former pilots, aircrew and commanders paid tribute to the heavy-lift monster that first joined HMX-1 as the CH-53A in 1967. The last variant to serve the squadron was the CH-53E Super Stallion.

“The earth doesn’t spin--the Super Stallion drags it around,” said Blake Dunn, a former CH-53 crew chief who now works for the helicopter’s manufacturer, the Sikorsky Aircraft Corporation.

Dunn wasn’t alone in his high praise for the largest, most powerful helicopter in the Corps’ inventory. Many HMX-1 personnel felt sad at seeing the workhorse depart, despite the ample supplies of barbecue served during the squadron stand-down.

“It’s the end of an era,” said Col. Matthew Glavy, commanding officer of HMX-1. “We bid farewell to this incredible capability… and what it’s done for this squadron.”

Retired Marine Lt. Gen. Fred “Assassin” McCorkle was the guest of honor at the ceremony. The former deputy commandant for aviation flew more than 1,500 combat missions in Vietnam and flew more than 60 types of aircraft in his career, according to his official biography on the Navy and Marine Corps Association Web page. McCorkle has flown all Marine Corps variants of the CH-53, from Alpha to Echo.

“This aircraft has really been the workhorse and the Cadillac of helicopters for the United States Marine Corps,” said McCorkle. “I think it’s going to continue to be that.

“To all the [CH-53] guys in here, thank you for all that you’ve done for the Marine Corps, for HMX-1 and in support of the presidential mission,” said McCorkle.

Though HMX-1 personnel said they would miss the Super Stallions, knowing that the aircraft would be going to the sound of the guns cheered the Marines.

“It’s a sad day, but the warfighter needs [CH-53s],” said HMX-1 pilot Lt. Col. Doug Ogden. “We’ve got to let them go. The best thing about them is they can do so many missions. They’re so versatile and that’s why they’re used so much by the [Marine Expeditionary Units] and the operating forces. Obviously, in Afghanistan, they’re helpful with the high altitude ops.”

This particular quality stems from the sheer power of the aircraft, something HMX-1 aviators said they would miss even as they spoke about the need for the CH-53’s impressive capabilities elsewhere.

“They’re using [CH-53s] a lot in Afghanistan,” said HMX-1 pilot Capt. Luke Frank. “They need them out there.”

Frank participated in the Big Iron’s final mission at HMX-1, flying in support of President Obama’s recent trip Philadelphia on April 6.

“I was very lucky get to go along on the 53’s last flight,” said Frank. “It’s kind of bittersweet. They’re very capable, very deep aircraft. We had a good time and we took a lot of pictures, that’s for sure. We got to do an over-flight of the Phillies game while they were playing.”

The CH-46E medium lift helicopter, known affectionately as the Phrog, will fill the gap at HMX-1 created by the CH-53’s departure, until V-22 Ospreys arrive in the summer of 2013. All CH-53 pilots at HMX-1 are in the process of re-qualifying on the CH-46, but having already completed his requalification, Frank was able to offer a comparison of the two aircraft.

“It’s very smooth, very big—it’s a really, really nice aircraft,” said Frank, “but it’s also complex, which is why the [CH-46] is good. The Phrog is simpler to maintain.”

Fourteen CH-46s have been added to the HMX-1 inventory to maintain the squadron’s capabilities until the arrival of the V-22s.

“Certainly [HMX-1] Marines have a lot of pride in this airplane,” said Glavy of the Super Stallions. “With that said, they’ve embraced the transition to CH-46s on the flight line.”

“All the love, sweat and tears Marines put into the [CH-53s], they’ll now put into the ‘46s,” said Glavy. “I’m very proud of them for that maturity, that professionalism, to be able to embrace that. They know what’s best for the Marine Corps. They know what’s best for the operating forces. If this squadron can help Marines in Afghanistan, everybody’s going to say ‘yes’ to that.”

Writer: arevelos@gazette.net

[buglerbilly]

Korea Likely to Buy Apache Helicopters



The Army is poised to acquire a consignment of Apache helicopters. The Defense Acquisition Program Administration, in a report to the National Assembly's Defense Committee, said Wednesday it decided to buy large attack helicopters to replace the Army's superannuated 500MD and AH-1 attack choppers. It is to decide which model to buy and sign a contract by October next year.

Although DAPA did not specify the model or numbers, sources speculate that the likeliest decision is to buy 36 of the newest Apache Block III helicopters from the U.S., enough for two battalions. Each costs somewhere between W35 billion and W40 billion (US$1=W1,088), and the entire project is expected to cost W2 trillion in total.

The Army has tried to buy new Apache attack choppers since the 1990s, but budget problems and controversy over cost effectiveness put a spoke in the wheels.

But after the North's shelling of Yeonpyeong Island last year, the military discussed ways of dealing with North Korean special forces who might infiltrate on hovercraft, and experts pointed out that the Air Force's KA-1 light attack aircraft and AH-1 Cobra choppers alone would not be enough to drive them off.

They said that the time has gone when the South's small tank units alone had to stand up to the North's numerically superior forces and that the military now should seek to substitute air power, particularly new attack choppers. The North has about 4,100 tanks, compared to the South's 2,400.

The Army will likely find the budget for the purchase of new attack choppers by downscaling other ground weapons programs, including cutting the number of next-generation Black Panther tanks it is buying from 400 to 200.

Once armed with Apache choppers, the Army will be much more flexible in operations against the North's tanks and armored vehicles. The current Cobra choppers can be fitted with up to eight TOW missiles with a range of 4 km, but the Apache can carry up to 16 Hellfire missiles with a range of 10 km. It can also fly in all weathers, while the 500MD and Cobra are grounded at night and in cold weather.

Meanwhile, DAPA will review the Air Force's proposal for the long-delayed F-X next-generation fighter project in a session of the Defense Project Promotion Committee in June.

"We'll take into consideration stealth capabilities, cost, and possibility of assembling some aircraft in Korea to make a decision on the project," a spokesman said.

The Air Force is now eyeing Lockheed Martin's F-35, Boeing's F-15SE, and the upgraded Eurofighter Typhoon developed by the European Aeronautic Defense and Space Company, with a view to completing the acquisition by 2016.

DAPA Commissioner Noh Dae-lae said the government could push for export of T-50 Golden Eagle supersonic advanced trainers and multirole fighters to the U.S. in a tit-for-tat deal if Korea buys stealth aircraft from the U.S.

englishnews@chosun.com / Apr. 14, 2011 12:31 KST

[buglerbilly]

Russia Renews Military Helicopter Force

Apr 15, 2011

By Maxim Pyadushkin



MOSCOW — Helicopter orders from the Russian military are up and commitments for new types are on the horizon, marking a stark turnaround from the days when military orders were unable to sustain Russia’s domestic manufacturing industry.

Now, helicopter manufacturer Rostvertol’s export orders are balanced with growing procurement from the Russian air force, with long-term growth on the horizon. In addition to continued production of Mi-28s at the Rostov-on-Don production site, the military plans to launch a modernized Mi-28NM by 2015, Rostvertol CEO Boris Slyusar tells Aviation Week.

Rostvertol has resumed production of Mi-26 heavy transports for the air force. The first three aircraft already are in the final stages of completion. According to Slyusar, the procurement will last until 2015. For now the military has ordered the basic Mi-26T version, but the company hopes to entice the customer into acquiring the modernized Mi-26T2.

The Mi-26T2 was developed to take part in the Indian defense ministry’s competition for 15 heavy-lift rotorcraft. It features a new glass cockpit and avionics suite designed to increase commonality with the Mi-28.

Rostvertol officials say an Indian evaluation team visited the facility last week to test the first Mi-26T2 prototype now in factory flight trials. The manufacturer also plans to offer the new modifications to civil operators and hopes to complete all necessary testing within two years.

The Mi-28NM is part of larger air force modernization wave. Lt. Gen. Igor Sadofyev, air force deputy commander, tells RIA Novosti that the military expects to receive about 100 new helicopters this year, including Mil Mi-28 and Kamov Ka-52 attack helicopters as well as Mi-8 transports and Ansat light training rotorcraft. But this list is likely to grow before all is said and done.

This month, Rostvertol showed off the first batch of Mil Mi-35M attack helicopters being assembled for the Russian air force. The six rotorcraft are in final assembly, while the first of them is already conducting onboard system checks. First deliveries are still planned for this year, Slyusar says.

The order for 22 Mi-35Ms was placed by the Russian military in June 2010. These helicopters will supplement ongoing deliveries of Mi-28Ns, chosen earlier by the military as the main rotorcraft for battlefield fire support.

The Mi-35M is a further development of the Mi-24 Hind attack helicopter and was initially designed exclusively for export. The main advantage of the Mi-35M is that it incorporates the latest technologies of the Mi-28N, such as the more powerful VK-2500 turboshaft engine, and composite main rotor blades as well as an X-shaped tail rotor.

The Mi-35M already has had some export successes. In 2006-2008, 10 rotorcraft were delivered to Venezuela, while in 2009-2010 Brazil received the first six of 12 aircraft ordered. Rostvertol already has assembled three more Mi-35Ms for Brazil, but their delivery is in limbo owing to the country’s defense budget cuts.

According to Russian Helicopters, Rostvertol revenues totaled $500 million in 2010. Slyusar would not disclose the number of helicopters delivered last year, but noted the growth amounted to 30% compared to 2009 results. He says his facility plans to reach annual revenues of $1 billion by 2015.

On April 12, Russian Helicopters announced plans to raise $500 million from an initial public offering to be conducted in Moscow and London. The funds raised will pay down debt and buy out minority interests in the company’s subsidiaries.

Russian Helicopters was set up in 2007 and now controls all Russian helicopter manufacturers. In 2010 the holding delivered 214 helicopters, 31 more than in 2009, while its revenue amounted to $2.2 billion, a 42% increase from the previous year.

Photo: Defpro

[buglerbilly]

LAAD 2011: Brazilian Mi-35s take on the drug runners

April 15, 2011



The Brazilian Air Force's (FAB's) Mi-35M attack helicopters are proving themselves on anti-narcotic operations and the service is still hopeful additional numbers of the type will be procured.

At the LAAD 2011 exhibition in Rio de Janeiro from 12 to 15 April, the air force displayed one of the six Mi-35Ms currently in service, which support counter-narcotics operations across the Amazon region.

Service representatives said while there were some limitations to the aircraft’s performance due to the heat and humidity of the region, the Mi-35M had had a successful introduction into service and was operating at around 70% availability.

‘It is a very good helicopter for the type of missions we operate. In cooperation with other aircraft, we intercept all aircraft in the region, whether they are carrying drugs or not, and the Mi-35 is ideal for this,’ Capt Danilo said.

He said the air force was also looking at integrating its operations more closely with the army, in line with the NATO model, and was considering how the Mi-35 could support ground troops.

The FAB is procuring 12 of the aircraft with the next batch of three currently painted in Brazilian colours and awaiting delivery at the Rostvertol facility. The final three Mi-35Ms, which are known as the AH-2 Sabre in Brazilian service, will then be delivered by the end of 2011 or beginning of 2012.

While the Russian Helicopters representatives at the exhibition would not be drawn on any ongoing negotiations for any follow-on order of Mi-35s for the FAB, service members said they were hopeful an additional 12 aircraft would be procured in the 2014 timeframe.

Meanwhile, Russian Helicopters signed a number of cooperation agreements with Brazilian helicopter operators during LAAD 2011, in a significant expansion of the helicopter group’s presence in the country.

On 15 April, the group announced it signed an agreement with Brazilian investment group Qualy Group Brasil for the joint promotion of the Mi-34C1 light helicopter.

With an eye on the FIFA World Cup 2014 and the Olympic Games 2016 in Brazil, the agreement provides for the possible delivery of 150 Mi-34C1 helicopters before 2023. A maintenance, logistics, and training centre will also be created for the aircraft.

Other agreements during the show will provide for support centres in Brazil for the Mi-171A1 and Ka-32A11BC helicopters.

Tony Skinner, Rio de Janeiro

[buglerbilly]

DATE:18/04/11

SOURCE:Flight International

PICTURE: Bell flies OH-58 with new engine

By Stephen Trimble

Bell Helicopter has completed first flight of a re-engined OH-58F Kiowa Warrior designed to meet the US Army's new requirements for a more powerful scout helicopter.

The internally funded OH-58 Block II climbed to about 500ft (150m) on its first flight at Bell's Xworx research and development facility near Fort Worth, Texas.

Last year, Bell revealed plans to integrate the Honeywell HTS900-2 engine on the OH-58 Block II, replacing the Rolls-Royce Model 250R-C2 installed on the operational fleet.

The HTS900-2 provides nearly twice the power of the R-R engine, potentially allowing the OH-58 to hover at 6,000ft in 35°C (95°F) temperatures.


© Bell Helicopter

The current OH-58 was originally designed to hover at 4,000ft in similar temperatures, but has struggled to keep pace as upgrades and modifications have increased its empty weight over the past three decades.

The army is considering several options for meeting the new requirement, including buying an all-new helicopter to replace the OH-58D.

Sikorsky is offering the S-97 Raider that is derived from the coaxial, high-speed X2 demonstrator. EADS North America and Lockheed Martin have proposed an armed scout version of the UH-72 Lakota called the AAS-72X. Boeing is offering the AH-6S Phoenix.

Other options include a design from start-up AVX, which would remanufacture the OH-58 with a coaxial rotor and pusher-propeller.

The army is not planning to make any contract decisions for at least a few years.

In the meantime, the service has decided to invest more than $1 billion to upgrade the OH-58D to the F-model standard, which includes new cockpit displays and replaces the mast-mounted DRS Technologies targeting sight with a nose-mounted Raytheon common sensor payload.

[buglerbilly]

U.S. Army Moves On Next-Gen Helo

Apr 18, 2011

By Graham Warwick
Washington



The U.S. Army is moving toward its first next-generation rotorcraft program in decades, but industry is concerned that a “business as usual” approach to technology demonstration could stifle the innovation it badly needs to rebuild its competitiveness.

While the Army prepares to award contracts next month to begin the Joint Multi-Role (JMR) rotorcraft technology demonstration program, an industry coalition continues to push for funding to perform rapid, incremental “pre-X-plane” demonstrations that would promote innovation.

The term “Joint Multi-Role” has been around for more than a decade, applied to the concept of a common rotorcraft that could replace the current U.S. fleet of attack and utility helicopters. Recently, JMR has been broadened to encompass four classes of rotorcraft that would meet all of the U.S. military’s vertical-lift requirements.

“JMR is not a specific aircraft, but weight classes: light, medium, heavy and ultra,” says Layne Merritt, director for engineering and technology for the Army’s Program Executive Office Aviation. The boundaries between weight classes are defined by major changes in aerodynamics and structures, and for the Army the four categories combine to cover the mission areas of reconnaissance, attack, utility and heavy lift.

JMR is aimed at developing technology for new—but still undefined—rotorcraft that would enter service in the 2025-30 timeframe. “All our current production lines go cold around 2018, plus or minus two years,” Merritt says. “Minor upgrades will be required, so the configuration on the production line will change, but, barring any major change, all the aircraft go cold in 2018.”

This impending production cliff has motivated U.S. industry to press with increasing stridency for a new-start program. The Army’s response is the JMR technology demonstration, which falls well short of launching a new acquisition program but sets the stage for development of a next-generation rotorcraft to begin around the end of this decade.

“The Army is struggling with the question of how to put together a future vision and make smart investments with its limited S&T [science and technology] funding,” says Merritt. Although a new program may still be a decade away, “it takes time to develop and integrate technologies, and JMR signals the Army’s determination to move ahead,” he says.

In January, the Army’s Aviation Applied Technology Directorate issued a broad agency announcement (BAA) soliciting proposals for JMR demonstrator configuration trades and analyses. These paper studies will identify essential technologies required to meet the broad performance, survivability and sustainability attributes outlined in the BAA. “They will help identify what we should invest in,” says Merritt.

Configuration studies will be focused mainly on the JMR medium class—to replace today’s AH-64D, UH-60M, AH‑1Z and UH-1Y—with excursions into the light (OH-58D) and heavy (CH-47F) classes to identify technologies that are common across a range of rotorcraft, regardless of size. “We are not addressing ultra,” he says, as work on the heavy-lift JMR ultra is being conducted under the U.S. Air Force-led Joint Future Theater Lift (JFTL) effort.

The Army studied concepts for ultra-large vertical-takeoff-and-landing (VTOL) aircraft under the Joint Heavy Lift project, which later was combined with the Air Force’s emerging requirement for a C-130J replacement to create JFTL. But plans for a formal analysis of alternatives (AOA), as a step toward launching a program, were not approved because the Air Force would not commit to providing further S&T funding after completion of the analysis.

Instead, the AOA was converted to a $4 million technology study with similar guidelines. A capability request for information (CRFI) released in October 2010 sought fixed-wing, tiltwing, rotorcraft and airship concepts for aircraft capable of vertical or short takeoff and landing carrying a 20-36-ton payload and cruising at speeds and altitudes equal to or better than those of the C‑130J.

The JFTL CRFI called for concepts with a technology readiness level of 6 by 2019, ready to begin development for service entry after 2024. The technology study is expected to be completed around the end of this year, in time to inform the fiscal 2014 budget planning cycle. But if JFTL does not produce the vertical-lift solution it seeks, the Army will revisit the JMR ultra concept, says an official close to the program.

In May, the Army plans to award three to five contracts, each worth $3-4 million, for JMR configuration trades and analyses lasting 24-30 months. Although restricted to paper studies, “the trades should be very detailed and the analyses very defendable,” Merritt says. The goal is to identify those key technologies that must be integrated and tested in flight demonstrators to be mature enough to use in an operational JMR.

While increased speed and payload are on the wish list, they come with costs. “The studies will show the cost and weight sensitivity—for example, if you have to increase the size of the aircraft to carry the last 2,000 lb.,” he says. “Speed has been at the top of the list for a long time, but you have to balance it with low-airspeed operations. If you want to go very fast, you have to compromise. So you need to make trades and put speed into an operational and cost context.”

The basic performance parameters outlined in the BAA will be fine-tuned based on the study results before the demonstrator program moves into its next phase. In parallel with the configuration studies, Army requirements officials will develop an initial capabilities document (ICD) for an operational JMR over the next year or so. It has not been decided whether this will be for the JMR medium or an overarching ICD with separate capability development documents (CDD) for each class, Merritt says. An ICD identifies the operational needs, while a CDD provides performance attributes and guides development of a new weapon system.

The next step will be the JMR technology capability demonstration—two flying demonstrators that will integrate and test key technologies emerging from the studies and ICD. The Army plans to award multiple demonstration contracts in the fiscal 2013 timeframe, and introduce more new technologies in fiscal 2015-16 as they mature. The program will address both the air vehicle and mission system, with demonstration of the mission equipment package beginning 18 months later.

“We are not saying the demonstrators will be brand new airframes,” says Merritt. “If it’s an airframe technology [being demonstrated], then it could be a new aircraft. If it’s a drive train, then we could use an existing aircraft.” The flight demonstrators will not be prototypes, he emphasizes, but the JMR technology capability demonstration phase would be folded into a formal acquisition program if and when it is established.

All of this will require more money than has been spent on rotorcraft science and technology (S&T) in recent years. “The Army has an increased S&T budget in fiscal 2012,” says Merritt, but funding will set the pace with which JMR moves from a demonstration to an acquisition program and is not the only reason why it will take so long. “Requirements have to be firmed up. [The Army] has to set clear requirements that will not change. We need to proceed in a very deliberate manner to keep the program on track.”

JMR is part of the larger Future Vertical Lift (FVL) initiative, which has the broader scope of devising a plan for increased Defense Department investment in S&T. The Pentagon submitted an FVL strategic plan to Congress in 2010, identifying the capabilities required and providing road maps to acquire the technologies needed to develop next-generation vertical-lift aircraft.

The Defense Department is putting the final touches on a more specific FVL strategic plan that, when signed by senior leadership, will take on the authority of a directive. Any new vertical-lift program will have to align with the objectives of the strategic plan, and it will be a key step toward launching a next-generation rotorcraft program.

“Right now there is nothing that carries us toward a joint program of record,” says a defense official familiar with the FVL initiative. “JMR is being stimulated by the technology community, but the acquisition community is not on board. The strategic plan will bring us closer to when a [new program] might actually occur.”

As part of the congressionally directed FVL initiative, the Pentagon invited industry to form the Vertical Lift Consortium (VLC) with the goal of simulating innovation and speeding technology development. Bringing established manufacturers together with non-traditional suppliers and academia, the 97-member consortium signed an “other transactions agreement” (OTA) with the Defense Department intended to enable research projects to be undertaken more rapidly and less expensively.

In a blow to the consortium, the Army chose not to use the OTA as its contract vehicle for the JMR technology demonstration.

“The services have the right to contract in the way they choose. I’m disappointed the Army didn’t take the opportunity to use the OTA, but I understand why,” says Stephen Mundt, VLC chairman and vice president of business development for EADS North America. He believes the timing of both the VLC and JMR and the structure of the OTA are reasons why the Army chose a more traditional route.

Despite the setback, Mundt says there is growing government interest in engaging with the consortium. “The idea that the whole definition of the VLC is based on the OTA is absurd. The VLC is a coalition of industry that has multiple responsibilities.” One is to ensure than Congress understands the impact of near-term decisions on the future of the vertical-lift industry.

To that end, the consortium is going back to Congress in a bid to reenergize the rotorcraft caucus that mandated the FVL initiative and to lobby for an increase in science and technology funding. “We cannot continue to rob the seed-corn of S&T and expect to build revolutionary new platforms,” Mundt says. “We intend to talk to Congress about resourcing some other opportunities, not necessarily through the Army’s BAA.”

Arguing there is too great a fixation on JMR, John Piasecki, VLC vice chairman and president/CEO of Piasecki Aircraft, says the FVL strategic plan outlines a full range of capability gaps and needed technologies. Industry came together more rapidly than expected to form the consortium and “there needs to be time for the services and the department to catch up,” he says.

The VLC’s mantra is that the cost of demonstrating technology is too high, and there is concern that the Army’s approach to the JMR technology demonstration is “business as usual.” Critics argue that several years of paper studies leading to two flight demonstrators will not encourage the innovation and competition needed to reinvigorate the U.S. rotorcraft industry.

“Something has to be done to get back to rapid low-cost technology development to burn down risk before engineering and manufacturing development. The VLC can play an important role in that,” Piasecki says. “Under normal [Defense Department] procedures, $200 million gets you one flight demonstrator. A Skunk Works approach can do it for less than $50 million,” he says, citing Piasecki’s X-49A compound-helicopter and Sikorsky’s X2 coaxial-rotor demonstrators as examples.

Because the cost is high and the funds insufficient, the Pentagon moves from demonstration to development too early, argues Mundt. “They downselect too early, take competition out and leave innovations on the cutting room floor,” he says. “When we have a strategic FVL plan, get buy-in by the services and [Defense Department] leadership, and apply a little money, they will be surprised how fast industry aligns its IR&D spending, which dwarfs any investment the government makes” in S&T, Mundt says.

The Pentagon’s new S&T strategy is to leverage the $2.5 billion a year in IR&D spending it reimburses, but it worries that industry’s independent research is no longer aligned with Pentagon needs and is focused on low-risk, near-term technologies. While proposed rulemaking to tighten reporting of IR&D spending will help, Mundt says industry cannot align its research if it does not know where the Pentagon is going. That is where the VLC comes in to play, he says.

[I]Photo Credit: Sikorsky

Image: Sikorsky

[buglerbilly]

QuadA 2011: EC145 T2 could help to grow AAS-72X

April 18, 2011



The team developing EADS' submission for the US Army's Armed Aerial Scout programme - the AAS-72X - say the latest version of the EC145 could provide 'growth paths' for the aircraft in the future.

Speaking to journalists at the QuadA annual exposition on 18 April in Nashville, Gary Bishop, EADS vice president and AAS programme manager said the company was in discussions with the US Army about the developments and performance improvements bought about by new EC145 T2 which was launched at Heli-Expo in Orlando in March.

'That [EC145 T2] certainly provides with a number of growth paths we can offer in the future,' Bishop said.

The new T2 features new engines, the Turbomeca Arriel 2E (CHK), and an upgraded transmission to improve both the aircraft's hot and high and single-engine performance.

Eurocopter said the new engines, equipped with a FADEC, deliver some 25% more power. The aircraft is also fitted with a light weight fenestron anti-torque system. The T2 flew in prototype form back in June 2010, although was not publicly revealed until Heli-Expo.

The first of three AAS-72X demonstrators, TDA1 (Technical Demonstrator Aircraft), flew for the first time in December.

A second aircraft is a structural test aircraft based at the Eurocopter plant at Donauworth where the company in working on pylon fitment and the development of IR suppressors for the engines. The third aircraft TDA3 is based at Grand Prairie with the first and is being used for rapid prototyping and other development work.

The company said the aircraft has already and successfully completed hot and high trials at Alamosa, Colorado, with a representative mission payload performing hovers at 6000 ft in temperatures of 95F (35C). The first TDA aircraft is now being used for risk reduction flying and being prepared for a potential competitive fly against other AAS candidates.

'We are putting in additional capability in anticipation of the competitive fly-off we think the army is going to do,' Bishop said.

Bishop said the aircraft will exceed the requirements and provide capabilities that previous generations of Scout helicopters did not have including the ability to carry troops in the aircraft's large cabin. Bishop said this space could be used to carry extra fuel or equipment as well.

Tony Osborne, Nashville

[buglerbilly]

A bit more on what the US Army avo wants to do.............

DATE:19/04/11

SOURCE:Flight International

US Army pledges to launch new class of high-speed rotorocraft

By Stephen Trimble



The leaders of the US Army aviation branch have pledged for the first time to break from upgrades to conventional helicopters and field an all-new rotorcraft with a minimum top speed of 200kt (370km/h) by 2030.

Maj Gen Anthony Crutchfield, aviation branch chief, committed the service to the new rotorcraft in a speech to the Army Aviation Association of America on 17 April. He also set a list of requirements for the vertical lift machines that will replace the Boeing AH-64 Apache and CH-47 Chinook and Sikorsky UH-60 Black Hawk.

The army’s “next-generation aircraft” must be at least 30kt faster than the top speed a conventional helicopter can achieve due to the limitation of retreating blade stall, which caps forward velocity at roughly 170kt, Crutchfield says.

It must also be optionally-manned, fly 848km (458nm) missions, remain on station for 2h, hover at 6,000ft (1,830m) with temperatures above 35°C (95°F) and carry a nine-person crew plus weapons and sensors, he says.

“I don’t think we can do all those things just by incrementally improving our current aircraft,” Crutchfield says. “It’s going to have to be something new.”

Since cancelling the Boeing/Sikorsky RAH-66 Comanche in 2004, army aviation leaders have poured billions of dollars in to upgrading the service’s existing helicopters with new propulsion and avionics systems.

That investment has produced a healthy inventory of aircraft that are in high demand in the wars in Iraq and Afghanistan, but army aviation branch officials believe they will need faster and more survivable aircraft after 2030 to remain effective.

“I don’t want my grandchildren flying the [AH-64 Apache] Longbow Block 80,” Crutchfield says. “[The Apache is] a great aircraft but we need technology to take us further into that future.”

Crutchfield’s vision aligns the army with recent investments by Sikorsky in the coaxial-rotor X2 high-speed demonstrator and by Piasecki with the compound-rotor X-49A Speed Hawk. Boeing, meanwhile, has started early development of a high-speed vertical lift concept called the Disc Rotor. Bell Helicopter has revealed a concept for a “hybrid tandem rotor”, and also has fielded the high-speed V-22 Osprey tiltrotor with Boeing as a partner.

In Janaury, the army issued a request for proposals for concepts to develop a replacement for the UH-60 and AH-64 with a single aircraft called the Joint Multi-Role (JMR)-Medium. This also is envisioned to be scaled up to replace the heavylift Chinook or scaled down to replace the Bell OH-58 Kiowa Warrior.

But army officials have not finalised plans for launching the JMR-Medium programme, or even determined whether the Black Hawk/Apache replacement should come first.

[buglerbilly]

DATE:19/04/11

SOURCE:Flight International

US Army considers gunfire indicator pod for Apache fleet

By Stephen Trimble

A third round of upgrades for the Boeing AH-64D Apache Block III attack helicopter may include a new decision-making aid for the pilot that leverages an experimental gunfire detection system.

The Block III upgrades, scheduled to be fielded next year, start with upgrading the engines, rotors and transmission system of the AH-64. This will allow the aircraft to hover at 6,000ft (1,830m) when temperatures climb above 35°C (95°F). In phase 2, the army will integrate an airborne version of the joint tactical radio system.

Requirements for the third phase are still being defined, but army officials are intrigued by the situational awareness possibilities offered by a gunfire indicator pod, says Col Shane Openshaw, the service's AH-64 programme manager.

The pod includes three cameras on each side of the aircraft that can detect muzzle flashes, classify the type of weapon being fired and geo-locate the source close enough to allow the pilot to scan the area with a targeting sensor to identify the gunman, Openshaw says.

The gunfire indicator pod is scheduled to be deployed on AH-64s in combat next year, he says.

The addition of the pod means that the AH-64 will have high-resolution sensors providing spherical coverage around the aircraft for the first time. The AH-64 now operates with forward-looking radar, infrared and electro-optical sensors.

By integrating the gunfire indicator pod with the aircraft's processing systems, the AH-64's avionics can start providing recommendations to the pilot as specific threats develop, Openshaw says. If approved, the system would be included in the phase 3 package of upgrades for the AH-64, he says.

The Block III Apache is scheduled for roll-out on 2 November ahead of entering an initial operational test and evaluation phase next January.

[buglerbilly]

A bit more on this.................

EADS North America Conducts Flight Demonstrations of Its Armed Aerial Scout 72X Technical Demonstration Aircraft

(Source: EADS North America; issued April 18, 2011)


EADS’ candidate for the US Army’s Armed Aerial Scout program, the AAS-72X seen here, is closely derived from Eurocopter’s EC-145 and UH-72A Lakota.(EC photo)

ARLINGTON, VA and NASHVILLE, TN --- EADS North America this week is conducting flight demonstrations of its company-funded Armed Aerial Scout 72X (AAS-72X) helicopter at the Nashville International Airport to coincide with a nearby military aviation exposition.

The company, and its industry team of American Eurocopter and Lockheed Martin, have made a significant investment in the development of three AAS-72X Technical Demonstrator Aircraft (TDA), which are being used to conduct parallel development and risk reduction activities, and to demonstrate the aircraft's increasing level of capability and technical maturity. The AAS-72X is based on the highly successful EC145 commercial helicopter platform.

The AAS-72X demonstration aircraft is equipped with a Mission Equipment Package (MEP) that includes a chin-mounted turret with integrated targeting sensor, manned-unmanned teaming capability, communications suite and weapons.

"EADS North America and its Armed Scout team has achieved every milestone we've set in developing a highly capable helicopter that will meet the Army's armed aerial scout mission," said EADS North America CEO Sean O'Keefe. "Bringing one of our three technical demonstrator aircraft to Nashville enables Army leadership and aviators to see and experience these accomplishments first-hand."

The Technical Demonstrator Aircraft made its first flight in December 2010, and is being used to validate the AAS-72X's ability to meet the U.S. Army's current armed aerial scout mission requirements.

Prior to first flight of the TDA helicopter, the company conducted high/hot hover-out-of-ground-effect, endurance and payload testing in 2009 at Alamosa, Colo., successfully operating at 6,000 feet and 95-degree density altitude. The team also conducted a key transportability test when five militarized EC145 aircraft were successfully loaded in a C-17 transport aircraft. Additionally, EADS North America and Lockheed Martin established a System Integration Laboratory (SIL) and hangar in April 2010 at Lockheed Martin's Orlando, Fla. facility.

"Having a fully-capable laboratory enables high fidelity integration and testing and results in the lowest-risk MEP solution for the AAS-72X," said Bob Gunning, vice president of Fire Control at Lockheed Martin Missiles and Fire Control. "We have made significant investments to ensure our state-of-the-art MEP provides a best value, superior solution to meet the warfighters' armed scout mission requirements."

A highly capable helicopter for the Armed Aerial Scout mission, the AAS-72X combines twin-engine safety with the high/hot operating performance critical to the Army's Armed Scout mission. The AAS-72X is derived from the same family of aircraft as the UH-72A Lakota Light Utility Helicopter. The result is a low-risk evolution of the U.S. Army's newest rotary-wing aircraft, which is widely considered one of the most successful acquisition programs in the service's history.

Production of the AAS-72X will take place at American Eurocopter's Columbus, Miss. helicopter center of excellence where the UH-72A Lakota is currently assembled for the U.S. Army. EADS North America has delivered more than 160 UH-72A Lakotas to the U.S. Army on time and within budget, along with five H-72A versions to the U.S. Navy for test pilot training.

Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 126,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation's 2010 sales from continuing operations were $45.8 billion.

American Eurocopter is a helicopter manufacturer that produces, markets, sells and supports the broadest range of civil and para-public helicopters offered by any manufacturer in the United States. The company is a subsidiary of EADS North America Holdings, the North American operations of EADS, a global leader in aerospace, defense and related services, and is an affiliate of Eurocopter, the largest helicopter manufacturer in the world.

EADS North America and its parent company, EADS, contribute over $11 billion to the U.S. economy annually and support more than 200,000 American jobs through its network of suppliers and services. Operating in 17 states, EADS North America offers a broad array of advanced solutions to its customers in the commercial, homeland security, aerospace and defense markets.

-ends-

[buglerbilly]

More on APACHE.............

Quad A 2011: Army ponders next steps for Apache

April 19, 2011



The US Army will be taking delivery of its first Apache Block III this October, but they are already detailing the next steps for the programme.

The Block III will be the most advanced variant of the Boeing-built attack helicopter yet with updated avionics and an improved dynamic system giving the aircraft better performance and greater interoperability with unmanned air systems and troops on the ground. But work has begun on the next wave of improvements to the type.

'Our priority is to support the warfighter, but to do that we need to maintain momentum,' Col Shane Openshaw, PM Apache, explained at Quad A 2011 in Nashville.

Speaking to Shephard, he said: 'We are already thinking about the next set of improvements, what you might see is a Block IV but featuring a series of upgrades to key systems.'

One area which is getting serious attention is the installation of a new daylight camera system for the aircraft. While the Apache has enjoyed a number of upgrades to its low-light camera systems such as PNVS and M-TADS over recent years, the daylight camera system hasn't enjoyed the same attention so work has begun to address that deficiency. Openshaw said that engineering change proposals (ECPs) for the camera were expected around 2014.

In the meantime the Apache Program Executive Office is currently testing a Ground Fire Acquisition System (GFAS). The system, developed by Radiance Technologies uses a series of small cameras fitted into a pod on the tips of the Apache's stub wings.

The cameras can detect the flash of a weapon being fired, classify what type of weapon is being fired whether the weapon is a light machine gun or an RPG, and tell the crew where the weapon was fired from. The system is being debuted publicly at Quad A, but a report from the Army National Guard association states: 'This system has demonstrated it can conduct weapons fire detection, in light and dark con