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21-06-10, 11:28 AM
Competitors Vie For Military Helicopters
Jun 18, 2010
By Robert Wall, Andy Nativi
Berlin, Berlin
The German military’s appetite for new military rotorcraft is creating a stir throughout the U.S. and European helicopter industry, with an unusual number of critical decisions looming.
Although Eurocopter has dominated the domestic market in recent history, missteps on key programs—such as the NH90 troop transport and Tiger attack helicopter—have angered the German government customer and given foreign rivals a hint that they may have a fighting chance to win some orders. But Eurocopter is not backing down and is trying to mend relations with the German defense ministry. At the same time, the company argues that using its rotorcraft will provide fleet commonality that others cannot match.
But Sikorsky and AgustaWestland see things differently as they eye the potential of displacing Eurocopter for a German navy program to field 30 maritime helicopters and roughly 19 German air force combat search-and-rescue (CSAR) rotorcraft.
Germany’s involvement in Afghanistan gives a sense of urgency to the CSAR program, with bidders due to respond to a request next month. All competitors describe the requirement as demanding, not least because of the large number of troops the service wants to transport over long distances.
Sikorsky plans to bid a CSAR version of the S-92-derived Cyclone helicopter—the same platform it would offer for the naval frigate helicopter program in Germany. The U.S. manufacturer is now assembling a German industrial team and vows that the helicopter would be assembled in Germany, says Joseph Gigantelli, Sikorsky’s vice president for sales for Europe, the Middle East and Africa. But he concedes that some of the German requirements are beyond what the Cyclone can deliver, and says talks are underway with the customer to determine what tradeoffs may be possible.
AgustaWestland is offering the AW101, which the U.K. already employs for CSAR and special operations missions. A similar application is used by Italian navy special forces personnel. The Italian air force looked at both the NH90 and AW101, and eventually opted for the larger rotorcraft.
The CH-47 CSAR bid would draw on technology Boeing has already developed for other programs, says David L. Jones, director of rotorcraft strategy. That includes the inflight refueling capability flying on MH-47G special operations helicopters in the U.S.
But Eurocopter CEO Lutz Bertling is not conceding the field and still advocates the NH90. One reason, he says, is that it would be the lowest-cost option since it would require the defense ministry merely to buy upgrade kits and fit them to existing NH90s. Bertling acknowledges that the NH90 could not perform all the missions the air force wants, but says it would provide an 80% solution with far lower risk and cost. In fact, he argues, the NH90/CSAR situation provides a good test case for statements from government officials that they would be willing to accept a less capable system that has lower risk. The helo could carry up to three machine guns, have a double hoist system, electronic self-protection and other features.
If the air force wants a rotorcraft that really can meet all its CSAR needs, it would have to opt for the Boeing CH-47, he says, thereby introducing a new single helo type with a higher cost.
Eurocopter also faces competition for the frigate program, where it is offering the MH90-NG.
Rotorcraft similar to the NFH90 are flying in the Netherlands and France, and are due for delivery this year in Norway and Italy; the MH90 would have a different radar, use a four- rather than a three-person cockpit, and have to accommodate a larger boarding party for anti-piracy missions. But Bertling argues there would be big logistics benefits from using the helicopter that is very similar to the troop-transport NH90 operated by the German army and air force.
Fleet commonality and low risk are advantages also being touted by Sikorsky with its offer derived from the Canadian CH-148. Gigantelli notes that the German navy helo would be fielded only two years after Canada receives the first of its final-configuration CH-148s, so development risk would be minimized. Moreover, using the Cyclone for the air force CSAR mission and the navy role would provide support and training benefits, he adds. Although Sikorsky has suffered delays in the CH-148 program, company officials insist those problems have been overcome, and four rotorcraft are in flight trials.
Meanwhile, Eurocopter also is in talks with the German defense ministry to field a medical evacuation kit for NH90s that could be delivered next year. The urgency is driven by the German forces’ heavy casualties in Afghanistan. The plan would be to field 12 upgrade kits to be carried on German army or air force NH90s in the initial operational capability-plus configuration now being fielded. Bertling heralds the effort as a sign of how business can be done when speed is important. He points to a two-page requirement drawn up by the customer and his company’s willingness to perform much of the work before a contract has been awarded.
Still, Eurocopter is fighting yet another battle—to mend relations with the German customer. The tension has been mounting for some time, and notable animosity emerged with a German government decision to stop accepting Tiger attack helicopters because of wire chaffing. However, France and other Tiger operators, which have experienced a similar problem, have continued with deliveries.
Bertling says the German government and Eurocopter have come to a mutual agreement on fixing the wire-chaffing problems, and Tigers will again be accepted once the first two modified rotorcraft are handed over this month and next and complete 50 hr. of flight trials.
As part of the deal, the government also committed to boosting its resources for type acceptance. Eurocopter has complained that the German customer has been far less responsive than others with regard to accepting completed rotorcraft.
Credit: Sikorsky
Jun 18, 2010
By Robert Wall, Andy Nativi
Berlin, Berlin
The German military’s appetite for new military rotorcraft is creating a stir throughout the U.S. and European helicopter industry, with an unusual number of critical decisions looming.
Although Eurocopter has dominated the domestic market in recent history, missteps on key programs—such as the NH90 troop transport and Tiger attack helicopter—have angered the German government customer and given foreign rivals a hint that they may have a fighting chance to win some orders. But Eurocopter is not backing down and is trying to mend relations with the German defense ministry. At the same time, the company argues that using its rotorcraft will provide fleet commonality that others cannot match.
But Sikorsky and AgustaWestland see things differently as they eye the potential of displacing Eurocopter for a German navy program to field 30 maritime helicopters and roughly 19 German air force combat search-and-rescue (CSAR) rotorcraft.
Germany’s involvement in Afghanistan gives a sense of urgency to the CSAR program, with bidders due to respond to a request next month. All competitors describe the requirement as demanding, not least because of the large number of troops the service wants to transport over long distances.
Sikorsky plans to bid a CSAR version of the S-92-derived Cyclone helicopter—the same platform it would offer for the naval frigate helicopter program in Germany. The U.S. manufacturer is now assembling a German industrial team and vows that the helicopter would be assembled in Germany, says Joseph Gigantelli, Sikorsky’s vice president for sales for Europe, the Middle East and Africa. But he concedes that some of the German requirements are beyond what the Cyclone can deliver, and says talks are underway with the customer to determine what tradeoffs may be possible.
AgustaWestland is offering the AW101, which the U.K. already employs for CSAR and special operations missions. A similar application is used by Italian navy special forces personnel. The Italian air force looked at both the NH90 and AW101, and eventually opted for the larger rotorcraft.
The CH-47 CSAR bid would draw on technology Boeing has already developed for other programs, says David L. Jones, director of rotorcraft strategy. That includes the inflight refueling capability flying on MH-47G special operations helicopters in the U.S.
But Eurocopter CEO Lutz Bertling is not conceding the field and still advocates the NH90. One reason, he says, is that it would be the lowest-cost option since it would require the defense ministry merely to buy upgrade kits and fit them to existing NH90s. Bertling acknowledges that the NH90 could not perform all the missions the air force wants, but says it would provide an 80% solution with far lower risk and cost. In fact, he argues, the NH90/CSAR situation provides a good test case for statements from government officials that they would be willing to accept a less capable system that has lower risk. The helo could carry up to three machine guns, have a double hoist system, electronic self-protection and other features.
If the air force wants a rotorcraft that really can meet all its CSAR needs, it would have to opt for the Boeing CH-47, he says, thereby introducing a new single helo type with a higher cost.
Eurocopter also faces competition for the frigate program, where it is offering the MH90-NG.
Rotorcraft similar to the NFH90 are flying in the Netherlands and France, and are due for delivery this year in Norway and Italy; the MH90 would have a different radar, use a four- rather than a three-person cockpit, and have to accommodate a larger boarding party for anti-piracy missions. But Bertling argues there would be big logistics benefits from using the helicopter that is very similar to the troop-transport NH90 operated by the German army and air force.
Fleet commonality and low risk are advantages also being touted by Sikorsky with its offer derived from the Canadian CH-148. Gigantelli notes that the German navy helo would be fielded only two years after Canada receives the first of its final-configuration CH-148s, so development risk would be minimized. Moreover, using the Cyclone for the air force CSAR mission and the navy role would provide support and training benefits, he adds. Although Sikorsky has suffered delays in the CH-148 program, company officials insist those problems have been overcome, and four rotorcraft are in flight trials.
Meanwhile, Eurocopter also is in talks with the German defense ministry to field a medical evacuation kit for NH90s that could be delivered next year. The urgency is driven by the German forces’ heavy casualties in Afghanistan. The plan would be to field 12 upgrade kits to be carried on German army or air force NH90s in the initial operational capability-plus configuration now being fielded. Bertling heralds the effort as a sign of how business can be done when speed is important. He points to a two-page requirement drawn up by the customer and his company’s willingness to perform much of the work before a contract has been awarded.
Still, Eurocopter is fighting yet another battle—to mend relations with the German customer. The tension has been mounting for some time, and notable animosity emerged with a German government decision to stop accepting Tiger attack helicopters because of wire chaffing. However, France and other Tiger operators, which have experienced a similar problem, have continued with deliveries.
Bertling says the German government and Eurocopter have come to a mutual agreement on fixing the wire-chaffing problems, and Tigers will again be accepted once the first two modified rotorcraft are handed over this month and next and complete 50 hr. of flight trials.
As part of the deal, the government also committed to boosting its resources for type acceptance. Eurocopter has complained that the German customer has been far less responsive than others with regard to accepting completed rotorcraft.
Credit: Sikorsky