The Business Daily of the Global Aerospace and Defense Industry Since 1963
June 10, 2020
Inside:
OPERATIONS
U.S. Air Force Investigates
Hypersonic Test Mishap PAGE 2
EMALS Failure Forces
Ford To Return Home PAGE 4
PROGRAMS
USAF Extends KC-46A
Testing For Three Years PAGE 3
USAF Seeks Survivable,
Cheaper ‘MQ-Next’ UAS PAGE 5
KAI Targets 2023 Deliveries
For LCH And LAH PAGE 7
FUNDING & POLICY
GOP Lawmakers Ask Trump
To Keep Forces In Germany PAGE 6
PROGRAM DOSSIER
Z-10 Thunderbolt PAGES 8-11
French Bailout
As a response to the brutal downturn
in commercial aviation caused by the
COVID-19 pandemic, the French govern-
ment on June 9 announced an €8 billion
($9 billion) bailout plan that aims to do
more than save employees from layoffs
and aerospace companies from bank-
ruptcy. It takes the opportunity to force
the overdue consolidation and modern-
ization of the supply chain. It also sets
an extremely ambitious environmental
goal by requiring OEMs to develop a
hydrogen-powered aircraft in 12 years.
The plan is the outcome of three weeks of
discussions with the industry, led by the
Gifas lobbying group and the “big four”
of French aerospace—Airbus, Dassault,
Safran and Thales.
AWIN.AVIATIONWEEK.COM/AEROSPACEDAILY
Daily Briefs
EUROPEAN DEFENSE AGENCY wants industry ideas and contributions in advance of
2nd Countering Unmanned Airborne systems (C-UAS) Workshop scheduled for Sept. 15.
Companies must reply to questionnaire by July 3.
L3HARRIS has $70m U.S. Air Force contract for AN/ALQ-161A radio frequency surveil-
lance/electronic countermeasures system line replaceable units and shop replaceable
units for B-1B bomber.
SPACE GROUND SYSTEM SOLUTIONS LLC has $29.6m U.S. Navy contract for research
and prototype development of spacecraft electronics and space/airborne electronic
systems and maintenance, development, enhancement and testing.
LOCKHEED MARTIN/SIKORSKY has $7.7m U.S. Navy contract to update CH-53K sys-
tem/subsystem specifications.
NORTHROP GRUMMAN has $27.6m U.S. Navy contract to incorporate beyond-line-of-
sight, tactical targeting network technology, navigation warfare, electronic support mea-
sures cable modifications into E-2D Advanced Hawkeye full-rate production Lots 7-11.
PROGRAMS
NGAD Acquisition Plan Set
To Be Completed This Summer
STEVE TRIMBLE. steve.trimble@aviationweek.com
The U.S. Air Force’s acquisition chief on June 9 said the acquisition plan for the
Next Generation Air Dominance (NGAD) program should be complete by the end of
this summer.
The NGAD acquisition strategy will reflect the Air Force’s current focus on es-
tablishing a so-called digital thread of modeling software, which allows a program
manager to simulate and predict the effects of design changes on production, oper-
ations and sustainment costs, said Will Roper, assistant secretary of the Air Force
for Acquisition, Technology and Logistics.
The new approach changes how the Air Force makes estimates of the cost of
buying and operating new aircraft, so the strategy is taking longer than normal to
complete.
“I don’t want to get more specific than [this summer] and create a timeline and
drumbeat for the team because I’ve given them an unprecedented task,” said Roper,
speaking on a webinar hosted by the Air Force Association’s Mitchell Institute.
NGAD, P. 2
1
 awin.aviationweek.com/aerospacedaily
NGAD, From P. 1
The Air Force’s original vision for NGAD in 2016 called for
a family of manned and unmanned systems anchored by
an advanced, manned combat aircraft, which some called a
sixth-generation fighter.
But Roper, who entered the Air Force in 2017, deemed the
original NGAD approach too “conventional,” and likely to repeat
the acquisition policies that created nearly two-decade-long
development cycles for the Lockheed Martin F-22 and F-35.
The details of the Air Force’s new approach on NGAD remain
cloaked in classified secrecy. But Roper has named the program
office for NGAD the “Digital Century Series.” By invoking the
OPERATIONS
U.S. Air Force Investigates
Hypersonic Test Mishap
GUY NORRIS, guy.norris@aviationweek.com
STEVE TRIMBLE, steve.trimble@aviationweek.com
LOS ANGELES and WASHINGTON—A scramjet-powered
missile developed under the joint DARPA/U.S. Air Force
Hypersonic Air-breathing Weapon Concept (HAWC) program
was destroyed in a recent test accident, Aerospace DAILY has
learned.
The missile is believed to have inadvertently separated from
a B-52 carrier aircraft during a captive-carry flight test, accord-
ing to sources familiar with the evaluation. The cause of the
mishap, which is thought to have involved an aircraft from the
419th Flight Test Squadron at Edwards AFB, California, is under
investigation.
The Air Force referred questions about the incident to DAR-
PA, but the agency declined to provide any details. “Details of
those flight demonstrations are classified,” a DARPA spokes-
man said.
Aerospace DAILY understands pieces of the instrumented
test article were recovered after the accident. The description
could suggest the payload inadvertently detached from the
B-52 in flight, rather than during ground tests or on the runway.
It also suggests the mishap potentially occurred over land—
possibly over a designated test range such as the Edwards
Precision Impact Range Area or the nearby Naval Air Weapons
Station test range at China Lake—rather than during transit for
a wet dress rehearsal or live fire test over the Pacific range.
The mishap adds to the mysteries shrouding the status of
2
June 10, 2020
string of fighters developed by the Air Force in the 1950s, Roper
is calling for an acquisition plan that seeks to deliver advanced
new capabilities after development cycles of five years or less,
rather than 10 or 20. A key element of the approach is the cre-
ation of a digital thread at the beginning of the program.
Roper’s organization is preparing for the ramp-up of NGAD
development by shuffling portfolios with the program executive
offices (PEO). At the end of this month, the PEO for Fighters and
Bombers will be split into two offices. The new PEO for Fighters
and Advanced Aircraft will manage the NGAD and legacy fighter
programs as part of an integrated family, Roper said.
the HAWC program, which is already several months behind an
original schedule that called for a first flight in 2019. DAR-
PA originally selected Lockheed Martin in 2017 to develop
a HAWC demonstrator powered by an Aerojet Rocketdyne
scramjet, having rejected an alternative design submitted by
Raytheon. However, a redesigned Raytheon missile impressed
DARPA, leading to a contract award for a second flight demon-
stration in March 2019.
As of June 2019, Lockheed and Raytheon executives were
optimistic that captive-carry and free-flight tests for both
HAWC concepts would occur by the end of 2019, but the end
of the year passed with no report of either milestone being
passed. It is believed the Lockheed Martin HAWC variant was
involved in the recent incident.
The Air Force also is working with DARPA on tests of an
unpowered Tactical Boost Glide (TBG) demonstrator, and in
parallel is testing a prototype of another boosted glide vehicle:
the Lockheed Martin AGM-183A Air Launched Rapid Response
Weapon, or ARRW. The initial captive-carry flight test of the
AGM-183A was conducted by a 419th Flight Test Squadron
B-52 in June 2019 but no further updates on test progress have
emerged since. The Air Force has said, however, that it plans
to buy at least eight ARRW prototypes to support live-fire flight
testing, which is set to begin in 2021.
Although the Air Force has focused initial development
efforts on boosted hypersonic weapons, the service is looking
to extend its interest in air-breathing systems beyond HAWC. In
late April, the Air Force launched a market research study for a
hypersonic cruise missile, signaling interest in an operational
follow-on to a scramjet-powered weapon program.
 awin.aviationweek.com/aerospacedaily
PROGRAMS
USAF Extends KC-46A
Testing For Three Years
STEVE TRIMBLE, steve.trimble@aviationweek.com
The U.S. Air Force has extended initial operational testing on the
Boeing KC-46A for at least three years, the service announced
June 8.
The Air Force launched a typically year-long initial operational
test and evaluation (IOT&E) phase on the KC-46A in October 2019,
with a successful outcome expected to clear the way for a full-rate
production (FRP) decision this year.
But the aircraft entered IOT&E with two critical issues unresolved:
a deficient Remote Vision System (RVS) and refueling boom actua-
FUNDING & POLICY
France Speeds Up Military
Aviation Procurements
TONY OSBORNE, tony.osborne@aviationweek.com
France will accelerate the introduction of new military aircraft
and helicopter fleets as part of its €15 billion ($16.9 billion)
support package for the country’s aerospace industry to help
it through the novel coronavirus pandemic.
The armed forces will benefit from €830 million of new
orders, including three more Airbus A330 Multi-Role Tanker
Transport (MRTT) aircraft and eight new H225M Caracal
helicopters, both destined for the air force, French Defense
Minister Florence Parly announced June 9.
“In the context of this unprecedented health crisis, we have
identified room for maneuver to advance orders that were
planned later in military programming,” Parly said.
She said the work would save more than 1,200 jobs for three
years and support subcontractors as well as larger industrial
players.
“I also expect our industrial partners to offer fair prices,” Parly
warned. “This is not for profit. It is for the maintenance of em-
ployment, and I’ll make sure of it.”
The country’s military police, the Gendarmerie, will receive 10
new Airbus H160 twin-engine medium helicopters. The Secur-
ite Civile, the country’s civil protection agency, will receive two
Airbus H145 twin-engine light helicopters. The H160 is built in
Marseille, while the H145 is produced in Germany.
Paris also wants to accelerate the introduction of the Beech-
craft King Air ALSR intelligence surveillance and reconnaissance
platform, and contract for the Airbus/Naval Group VSR700
3
June 10, 2020
tor. Operational tests subsequently identified two more deficiencies
with uncommanded releases by cargo locks and fuel leaks.
Nearly nine months into the IOT&E phase, the Air Force has
decided to extend testing until Boeing delivers a fully complaint
aircraft in fiscal 2023.
The decision has no material impact on scheduled orders and
deliveries, but defers a full-rate production decision for three years.
The Air Force has no plans to ramp up orders for the KC-46A
beyond the current rate of about 15 a year, but the FRP deferment
rules out a cost-saving multi-year procurement contract for the KC-
46A until fiscal 2024.
The Air Force plans to order the last of 179 KC-46As in the pro-
gram of record in fiscal 2027.
vertical takeoff and landing unmanned aircraft system, devel-
oped from the Guimbal Cabri G2 light helicopter, currently under
development.
Parly said the package “does not exhaust industrial needs,”
particularly for France’s other big manufacturer, Dassault Avia-
tion, which builds the Rafale combat aircraft. Parly noted that
she was “attentive to the future of the Rafale industrial chain.”
Parly also said that there would be further dialogue with Das-
sault in the coming weeks, potentially hinting at accelerating
orders for potential future batches of the aircraft.
French defense planning documents already called for a
fleet of 15 MRTTs, but only 12 were on formal order, with three
to be ordered after 2023. The support package now secures
the order for the last three aircraft and also will allow France to
retire its aging Airbus A340 and A310 transport aircraft earlier.
The A340s will be retired this year rather than in 2028, while
the A310s will exit in 2021 rather than 2023.
The eight Caracals will allow the air force to begin retiring its
aging Aerospatiale Puma starting in 2023 rather than 2028 as
originally planned.
In March, the French defense ministry issued a tender to
lease up to 20 repurposed commercial Airbus H225s for use by
the air force. But with the new order the status of the tender is
unclear.
An order of 10 H160s worth €200 million for the Gendar-
merie will replace part of the organization’s fleet of 26 AS350
Ecureuil/Squirrel/AStar single-engine light helicopters currently
in service. It also will be a first step in the recapitalization of
the Gendarmerie fleet, and the two H145s for Securite Civile
will “partially compensate” for attrition losses.
 awin.aviationweek.com/aerospacedaily
OPERATIONS
EMALS Failure Forces
Ford To Return Home
LEE HUDSON, lee.hudson@aviationweek.com
A failure associated with the USS Gerald R. Ford’s (CVN 78)
electromagnetic aircraft launch system (EMALS) forced the
U.S. Navy to return the aircraft carrier to port, and a root cause
investigation is underway.
EMALS is one of several new technologies outfitted on the
Ford-class carrier. The hiccup prevented aircraft from flying from
the carrier for five days.
“The root cause of the initial fault is still being reviewed to
determine the causal factors. The fault appeared in the power
handling system during a manual reset of the system before
flight operations,” Navy spokesman Capt. Danny Hernandez told
Aerospace DAILY June 8. “This section is independent of the
high-pulsed power section to launch aircraft and is not a safety-
of-flight risk.”
PROGRAMS
Hybrid-Electric, Hydrogen Power
Envisioned For Ecureuil Replacement
TONY OSBORNE, tony.osborne@aviationweek.com
The French government has committed to supporting Airbus
Helicopters’ plan to develop a successor to its best-selling H125
Ecureuil single-engine light helicopter.
The proposal is detailed in Paris’ June 9 plan for a support
package for the aerospace industry to get it through the novel
coronavirus pandemic. It calls for investments in green aviation
technologies to support the Ecureuil replacement and ensure the
aircraft can achieve a 40% reduction in fuel consumption, but also
to pave the way for the aircraft to feature a hybrid-electric propul-
sion system and hydrogen fuel cell power later.
The document calls for a demonstrator in 2029, but it is unclear
whether this demonstrator refers to the Ecureuil replacement
generally or the hydrogen fuel cell system specifically.
Airbus Helicopters has not commented on the document.
“We set ourselves the goal of achieving a carbon-neutral aircraft
in 2035 instead of 2050,” said Bruno Le Maire, France’s Minister for
Economy and Finance, as he announced the support plan.
“France can become the country of the carbon-free plane ... this
is the belief that we carry with this plan,” he said.
A research and development program, called Helybrid, will
receive funding from a €300 million ($340 million) aviation decar-
bonization investment. Helybrid will demonstrate the hybridization
of lightweight helicopter propulsion, the document says.
4
June 10, 2020
The Navy is reviewing procedures and any impacts on the
system so that the Ford will be ready for operational testing,
Hernandez added.
The Ford was in the middle of conducting its post-delivery and
trial period before the aircraft carrier enters shock trials.
“After several days of troubleshooting and assessing a fault in
the launch system’s power handling elements, embarked EMALS
experts and Ford’s crew restored the system to enable the safe
fly-off of the air wing on Sunday morning, June 7,” a statement
from the ship said.
To date, the Ford has completed 3,480 launches and recoveries
using EMALS and the Advanced Arresting Gear, Hernandez said.
“While quite an achievement, it is an insufficient number
of events from which to draw [a] conclusion with respect to
reliability,” he said. “Each fault and interruption to operations is
reviewed to find the root cause issue, and appropriate corrective
actions will be executed to correct those issues and increase
system reliability.”
The new helicopter is one of several green aviation programs
receiving investment. Others include a planned successor to
Airbus’ A320 narrowbody airliner and a new regional airliner in the
class of the ATR-72.
Airbus has been looking at an Ecureuil replacement for more
than a decade, with consideration given to opening part of the
design effort to the company’s Brazilian affiliate Helibras, in part
because of the heavy demand for the platform in Latin America.
The Ecureuil (Squirrel), known as the AStar in the U.S., is the com-
pany’s top-selling aircraft, with around 5,000 built. The aircraft has
evolved since it was first developed as the Aerospatiale AS350 in
the 1970s. The most recent version, the AS350B3e, was rebranded
as the H125 in 2015 when the company was renamed from Euro-
copter to Airbus Helicopters. The H125 is built at Airbus’ plant in
Marignane, near Marseille, but kits are sent to Helibras in Brazil and
Airbus Helicopters Inc. in Columbus, Mississippi, for final assembly
for the Latin American and U.S. markets, respectively.
The work on hybridization is likely to involve Safran Helicopter
Engines. Airbus and Safran jointly announced at last year’s Paris Air
Show that they would work together on propulsion technologies to
build cleaner and quieter rotorcraft for the European Union’s Clean
Sky 3 program, but the announcements made on June 9 appear to
confirm these efforts are focused on future light helicopters.
Airbus Helicopters has been a significant beneficiary of the
support package, with orders for the H225M Caracal for the
French Air Force, 10 H160 twin-engine medium helicopters for the
Gendarmerie and two H145s for the Securite Civile.
 awin.aviationweek.com/aerospacedaily June 10, 2020

PROGRAMS
Staff
USAF Seeks Survivable,
EDITORIAL
2121 K Street, NW, Suite 210, Washington, DC 20037 Cheaper ‘MQ-Next’ UAS
+1-202-517-1100 awin.aviationweek.com
STEVE TRIMBLE, steve.trimble@aviationweek.com
EDITORIAL STAFF
Editor In Chief Jefferson Morris The aircraft that replaces the General Atomics Aeronautical Systems Inc. (GA-ASI) MQ-9
Assistant Editor Andy Savoie
Editorial Director Joseph C. Anselmo unmanned aircraft system (UAS) within 10 years could look and operate very differently
Military Reporters Michael Bruno, Bill Carey, than the 13-year-old, medium-altitude, long-endurance platform now in service.
Jen DiMascio, Lee Hudson, Guy Norris,
Tony Osborne, Bradley Perrett, Steve Trimble, The “MQ-Next” program, which released a request for information to industry last week,
Graham Warwick
Space Reporters Mark Carreau, Irene Klotz seeks a more survivable system with far lower costs to operate, says Will Roper, assistant
Associate Producers Amy Hardcastle, Donna Thomas secretary of the Air Force for Acquisition, Technology and Logistics.
DATA & ANALYTICS “I’m interested in ways to survive in hostile environments,” Roper says. “I’m also interest-
Director, Forecasts and Aerospace Insights Brian
Kough ed in a lot cheaper ways to provide intelligence in uncontested environments, so thinking
Manager, Military Data Operations Michael Tint
Senior Industry & Forecast Analyst Craig Caffrey of [intelligence, surveillance and reconnaissance] as becoming more like a service.”
Forecast Analyst Brice Gnahore The costs to operate the MQ-9 include a large staff of imagery analysts to sort through
Military Program Analyst Mathew Jouppi
Regional Military Analysts Samuel Archer, the collected sensor data.
Brandon Patrick, Sterling Richmond, Nate Taylor,
Daniel Urchick “If [software] algorithms are doing most of the triage of the raw video and only sending
SUBSCRIBER SERVICES
back to remote operators objects that are of interest and that are important to look at … I
Customer Service, New/Renewal Sales think we could knock down the number of airmen that have to perform that mission [by]
Aerospace Daily & Defense Report,
P.O. Box 1175, Skokie, IL 60076-8175 quite a few,” Roper said, speaking June 9 during a webinar hosted by the Air Force Associ-
Tel: +1-866-857-0148, Intl. +1-847-763-9147
Fax: +1-844-609-4274, awin@omeda.com
ation’s Mitchell Institute.
INTELLIGENCE AND DATA SERVICES
The Air Force’s RFI suggested the MQ-9 replacement could be a new, standalone
Managing Director Anne McMahon platform, but Roper offered a broader set of options. The acquisition process for the
Tel: +1-646-291-6353, anne.mcmahon@aviationweek.com
Senior Director, Business Development Thom Clayton MQ-9 replacement comes at the same time when the Air Force is developing an attritable
Tel: +44 (0) 20 7017 6106, thom.clayton@
aviationweek.com
unmanned aircraft called Skyborg that would operate autonomously alongside manned
aircraft like a reusable, powered munition.
Discounted rates for multiple users and enterprise
access available. Custom packages and additional “I could easily see this program grafting on with Skyborg or being standalone,” Roper
services available including Intelligence/Research,
Fleet Data, Forecasts. says. “That’s what’s exciting about this. There are multiple variables at play here.”
User Engagement Laurie Grossman
Tel: +1-646-233-4434, laurie.grossman@aviationweek.com
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Vol. 272 • No. 47
Textron Aviation Obtains $10M Permit
To Rebuild After Explosion
MOLLY MCMILLIN, molly.mcmillin@aviationweek.com
Textron Aviation has received a construction permit for roughly $9.9 million for the
rebuilding of its Plant 3 operation in Wichita.
The action follows a liquid nitrogen explosion Dec. 27 that caused a partial roof and
wall collapse and damaged composite manufacturing at the facility, a former Beechcraft
plant.
The explosion, found to be caused by the rupture of a 3-in. liquid nitrogen line, injured
12 people.
Construction has begun and is expected to be completed by early 2021, a Textron
Aviation spokesperson said.
Several smaller autoclaves are back in operation. Textron Aviation has contracted
with Spirit AeroSystems in Wichita to use its large autoclave until future autoclaves are
in operation at the Textron plant, the company said.
TEXTRON, P. 7

5
 awin.aviationweek.com/aerospacedaily
FUNDING & POLICY
GOP Lawmakers Ask Trump
To Keep Forces In Germany
JEN DIMASCIO, jen.dimascio@aviationweek.com
All but four Republicans on the House Armed Services Com-
mittee have signed a letter to President Donald Trump asking
him to reject a reported proposal to reduce the U.S. military
presence in Europe.
On June 5, the Wall Street Journal reported that Trump was
considering a proposal to remove 9,500 troops from their
permanent station in Germany and to cap the presence of U.S.
troops based there to 25,000.
The 22 Republicans on the letter, led by Ranking Member
Rep. Mac Thornberry (Texas), argue that reducing the U.S.
FUNDING & POLICY
Senate Confirms
New USAF Chief
LEE HUDSON, lee.hudson@aviationweek.com
The Senate on June 9 confirmed in a unanimous vote Gen.
Charles Brown to serve as the next U.S. Air Force Chief of Staff.
Brown intends to continue many of the same modernization
efforts as his predecessor, Gen. Dave Goldfein, but recognizes
the service must adjust its strategy and priorities because of the
spread of the novel coronavirus.
Widely known as C.Q., Brown would be the first African-Amer-
ican to hold the post as the 22nd chief of staff. He is currently
serving as the head of Pacific Air Forces and is an experienced
combat fighter pilot.
Separately, President Donald Trump announced June 9 he has
PROGRAMS
Romania Upgrading
IAR-99 Jet Trainers
TONY OSBORNE, tony.osborne@aviationweek.com
Romania is to upgrade 10 of its IAR-99 Soim jet trainers so
they can support pilot training for the country’s fleet of Lock-
heed Martin F-16s.
The work will be completed by Avioane Craiova SA, the
IAR-99’s OEM, the Romanian Ministry of National Defense an-
nounced May 20. Contract signing is expected in the coming
weeks.
The program will modernize the fleet and allow it to under-
take limited close air support missions and intercept low-
speed air targets in the air policing mission. Bucharest wants
6
June 10, 2020
presence in Europe would “significantly damage” U.S. national
security.
“In Europe, the threats posed by Russia have not lessened,
and we believe that signs of a weakened U.S. commitment to
NATO will encourage further Russian aggression and oppor-
tunism,” the committee members write in their June 9 letter.
“In addition, the overall limit on troops would prevent us from
conducting the exercises that are necessary for the training
and readiness of our forces and those of our allies.”
The limitation on the number of forces would also present
logistical challenges, as U.S. forces flow through Germany on
their way to global deployments.
Not signing the letter were Ralph Abraham (La.), Mo Brooks
(Ala.), Scott DesJarlais (Tenn.) and Matt Gaetz, (Fla.).
nominated Lt. Gen. Mark Kelly to receive his fourth star and lead
Air Combat Command (ACC). He also nominated Lt. Gen. Jacque-
line Van Ovost to receive her fourth star and take the helm of Air
Mobility Command (AMC).
Kelly is currently serving as the Air Force’s deputy chief of staff
for operations at the Pentagon, while Van Ovost is AMC’s deputy
commander.
If confirmed as ACC chief, Kelly will be responsible for battle
management, electronic, fighter and reconnaissance combat
aircraft and would succeed Gen. Mike Holmes. Kelly has flown the
F-15E, F-16 and F-35A.
Van Ovost, if confirmed, would succeed Gen. Maryanne Miller
as AMC commander. This major command oversees airlift, air re-
fueling, air mobility support and aeromedical evacuation. She has
flown more than 30 aircraft including the C-17, C-32 and KC-135.
the aircraft upgraded by 2024.
Once upgraded the aircraft will be designated IAR-99SM
(Standard Modernizat).
The Rolls-Royce Viper-powered jet trainer was developed in
the 1980s to replace the Aero Vodochody L-29 Delfins and L-39
Albatros’ being used for jet training. The type entered service
in 1987, but unlike the Czech-built platform, the IAR-99 failed to
achieve any export success, with just 20 entering Romanian Air
Force service.
Romania previously has looked at fitting Leonardo’s Vixen
500E active electronically scanned array radar to the platform as
part of a joint study between Avioane Craiova and the country’s
National Institute for Aerospace Research. It is unclear whether
this program has progressed.
 awin.aviationweek.com/aerospacedaily
PROGRAMS
KAI Targets 2023 Deliveries
For LCH And LAH
BRADLEY PERRETT, perrett@aviationweek.com
KIM MINSEOK, themaxium@gmail.com
BEIJING, SEOUL—Korea Aerospace Industries (KAI) is aiming
to hand over the first LCH civil helicopter in 2023, the same
year in which it will begin deliveries of the military LAH version
to South Korea’s army.
For LAH exports, KAI is targeting countries where it has
already sold other products. Several Southeast Asian countries
are likely to be intended customers.
The LCH and LAH are improved versions of the Airbus H155.
Under the program, all production of the type will move to KAI’s
Sacheon works from Marignane, France.
All five prototypes are flying. As planned at the time of program
launch in 2015, the LCH segment of the program is running ahead
of work on the LAH.
The LCH is also running approximately on time. The program
is working toward getting an amended type certificate from the
European Union Aviation Safety Agency (EASA) in September; in
2015 the target was 2020. Beyond that, KAI is aiming to get pro-
duction organization approval from EASA in 2021; with that, it can
put the H155 into volume production (under the new names).
South Korea launched the program in 2015 on the basis of
an army requirement for 200 helicopters that would be the main
replacements for 200 MD500s and 70 Bell AH-1S Cobras. The
mission was attack, not transportation, but the industry ministry,
partly paying for the program, insisted that the type have a pas-
senger cabin so it would be adaptable to civil use.
The defense ministry is supposed to pay 650 billion won ($530
million) toward development, the industry ministry 350 billion
won and KAI 200 billion won.
Flight testing for the amended type certificate has been com-
pleted. The first prototype, built by Airbus in France, flew ahead
of schedule in July 2018.
KAI built the second LCH at its Sacheon works in South Korea
and began flying it in December 2019. It is being used to gain a
supplementary type certificate from South Korean authorities,
KAI said in written answers to Aerospace DAILY’s questions. By
TEXTRON, From P. 5
Final assembly of its Cessna SkyCourier twin turboprop,
also located in the same building, was not affected by the
damage, Textron has said. The SkyCourier made its first
flight on May 17.
An investigation into the accident by the U.S. Department of
7
June 10, 2020
late April, half of that work had been done. The second prototype
is also verifying equipment of South Korean manufacture.
The program includes only two LCH prototypes, KAI said. Both
will be retained for marketing and development; they will not be
delivered to customers.
For the LCH and LAH, the blades and gearbox of the main
rotor are upgraded. The engine is the Safran Arriel 2L2 engine,
which is developed from the H155’s Arriel 2N and has a new axi-
al compressor, high-pressure compressor diffuser and high-pres-
sure turbine material. The Arriel 2L2 also has dual-channel
full-authority digital engine control. The H155 is based on, but
larger than, the AS365 Dauphin, and the LAH is basically an
LCH with military equipment.
Airbus estimated in 2015 that LCH-LAH sales could reach
900 aircraft.
KAI said it began marketing the LCH in early 2020, with the
proposed roles being executive transport, ambulance services,
law enforcement and firefighting. So far it has no customer, but
KAI cannot deliver before the first half of 2023 anyway.
As for the LAH, flight testing “is supposed to be performed
by the end of 2022 in order to evaluate and verify its flight
performance and weapon operation,” KAI said. The first LAH
prototype flew in July 2019 and the other two in August.
First delivery is still due in 2023, as it has been since 2018
or earlier, but when the defense ministry chose KAI and Airbus
for the program five years ago the army was supposed to begin
receiving LAHs in 2022.
The ministry has not yet “confirmed” an order, KAI said, add-
ing that, even when one is placed, it will be unable to confirm
numbers.
KAI is preparing to market the LAH to possible foreign
buyers. “Regarding the export market, first of all, KAI’s market-
ing will focus on Asian region and countries that KAI’s other
products have been delivered to already,” the company said.
KAI has sold attack derivatives of its T-50 supersonic trainer to
Indonesia, Iraq, the Philippines and Thailand. Its KT-1 propeller
trainer is used by Indonesia, Peru, Senegal and Turkey.
The company is planning to promote the LAH at the Global
Defense Helicopter conference scheduled for October in Kra-
kow, Poland.
Labor’s Occupational Safety and Health Administration (OSHA)
is expected to conclude soon. The agency has six months from
the date it opens an inspection to submit its findings. The dead-
line is June 27, an OSHA spokesperson said. As of June 9, it had
not filed its report.
 awin.aviationweek.com/aerospacedaily
Program Dossier
Program Dossier: Z-10 Thunderbolt
Editor’s Note: Other program profiles are available
to Aviation Week Intelligence Network subscribers
at aviationweek.com.
The Changhe Aircraft Industries Corporation (CAIC) Z-10
Thunderbolt is a Chinese attack helicopter whose prototype
airframes were powered by two Pratt & Whitney Canada
(PWC) PT6C-67C turboshaft engines rated for 1,700 shp
(1,267 kw) of continuous power each. Due to the failure of
PWC’s agreement to export additional engines to China, all
production Z-10s are instead powered by WZ-9 engines sup-
plying 1,341 shp (1,000 kW) each.
Program History
Beginning in the 1980s, China sought to acquire a dedicated
attack helicopter to support its ground forces. This fell into a
general pattern of investment in the People’s Liberation Army
(PLA) under Deng Xiaoping that accelerated after the Gulf
War. For the Army proper this meant above all else a dramatic
expansion of the Army’s organic aviation. The PLA Ground
Force established its Army Aviation Corps in 1986, marking
the first effort to centralize development of China’s then-paltry
rotary-wing aviation.
China initially sought to import a foreign design, but was
unsuccessful, particularly following the Tiananmen Square
massacre of 1989 and the ensuing western arms embargoes.
Design work for the Z-10 began in 1995, when China signed a
contract with the Russian Kamov Design Bureau to begin work
Z-10 Thunderbolt Spec Showcase
Role Attack helicopter
Maximum Takeoff Weight 15,432 lb.
Empty Weight 11,240 lb.
Length (including gun) 46.25 ft.
Rotor Diameter 39.4 ft.
Endurance 3.75 hr.
Source: Aviation Week Intelligence Network
All Program data is excerpted from the Aviation Week Intelligence Network (awin.aviationweek.com). To learn how to receive full access to
updated online profiles of major international defense programs, call +1 646.291.6353 or email anne.mcmahon@aviationweek.com.
June 10, 2020
on the basic design for a dedicated attack helicopter. This
was dubbed Project 941 by Kamov, and covered only the initial
design work laying out the fundamentals of the new helicopter.
Full development based on this design began in 1998 at the
602nd Aircraft Design Institute. A parallel civilian helicopter
also was envisaged, but never came to fruition.
Credit: 乘号同学/Wikipedia Commons
In May 1997, Eurocopter signed a nine-year contract with
the China National Aero-Technology Import & Export Corpo-
ration (CATIC) to aid in developing a rotor and system for the
program. Agusta provided assistance for the transmission sys-
tem, of which three initial examples were built in Italy and four
were built for final assembly in China. P&W Canada delivered
10 PT6C-67C turboshaft engines in 2001 and 2002, and while
Canada solicited guarantees that the engines would be used
for civilian purposes, they were used for the Z-10 prototypes.
PWC did not seek an export license as it did not believe the en-
gines constituted “defense articles” under International Traffic
in Arms Regulations (ITAR).
CONTINUED, P. 9
Crew 2
Engine 2x WZ-9
Maximum Speed 184 mph
Service Ceiling 21,000 ft.
4 underwing pylons (2 on each stub
Stores
wing), 1x PX-10A 23mm autocannon
8
 awin.aviationweek.com/aerospacedaily
Program Dossier (Continued)
Program Dossier: Z-10 Thunderbolt
Ground tests began in May 2002, and the first flight of a
Z-10 prototype occurred in April 2003. Flight testing continued
into 2004, with as many as least eight total prototype aircraft
built by the end of the year.
In November 2005, PWC signed a $28.5 million ($37 million
USD in 2019) contract with CATIC to deliver an additional 60
engines. Due to difficulties obtaining export approval from
the Canadian government because of the collapse of PWC
involvement in the civil helicopter program that PWC believed
CATIC had only set up to justify PWC’s sale of the engines for
the Z-10, PWC terminated its involvement in the Z-10 program
in June 2006, without delivering any of these engines.
When investor attention forced ITC to make a disclosure to
the Department of State Directorate of Defense Trade Controls
(DDTC) in July 2006, the U.S. government determined that while
the engines were not a defense article under ITAR the electron-
ic engine control software included in the sales was such an
article. It also determined that PWC had full knowledge of the
primarily military purpose of the engine exportation.
Because of the termination of PT6C-67C deliveries from PWC,
the 602nd Institute in 2009 developed a weight-reduced variant
of the aircraft. This compromise reflected the need to use the
underpowered WZ-9 engine. This variant thereafter entered seri-
al production at CAIC and entered service by the end of 2010.
In 2012, United Technologies Corporation and its subsi-
dies PWC and Hamilton Sundstrand paid $75 million to the
U.S. government to settle 576 civil charges and a criminal
case related to flouting ITAR controls. Many of these charges
were related to other instances of ITAR violations identified
in the investigation following the initial DDTC disclosure. The
settlement covered violations of the Arms Control Export Act
(ACEA) from the mid-1990s to 2011 and making false state-
ments in service of these ACEA violations. The Department
of State also partially prohibited the granting of future export
licenses to P&W Canada over the violations.
Features
Overall Design
A stepped tandem-seat design, the Z-10 is laid out as a
conventional attack helicopter, with a narrow fuselage, a
chin-mounted turret and large stub wings supporting pylons for
external stores. It is constructed predominantly of composites
to reduce weight and is designed with crashworthiness in mind.
9
June 10, 2020
While at approximately 11,240 lb. (5,100 kg) of empty
weight, the Z-10 is in the same weight class as the Boeing
AH-64 Apache, the power limitations imposed by its engines
put it closer to the Eurocopter Tiger HAD’s payload class, and
not that of the Apache. The AH-64E, the latest variant of the
Apache, has an empty weight of 12,800 lb. (5,806 kg) and a
maximum takeoff weight (MTOW) of 23,000 lb. (10,433 kg)
while the Tiger HAD has an empty weight of 9,259 lb. (4,200
kg) and an MTOW of 14,553 lb. (6,600 kg). By comparison, the
Z-10’s empty weight is 12,220 lb. (5,543 kg) and its MTOW is
only 15,432 lb. (7,000 kg). In both absolute and relative terms
the Z-10’s payload is therefore inferior to that of the Tiger HAD;
the HAD’s 5,291 lb. (2,400 kg) of margin over its empty weight
compares favorably to the Z-10’s 3,212 lb. (1,457 kg). in relative
terms, the Z-10 can carry 20.81% more than its empty weight,
while the Tiger HAD can carry 36.37% more. For the Apache
the figure is even more dramatic; the AH-64E can carry 44.35%
more than its empty weight.
The Z-10 features a five-blade, clockwise-rotating rotor sys-
tem with a four-blade, non-orthogonal “scissor” antitorque ro-
tor mounted on the starboard side of the aircraft. The non-or-
thogonal tail rotor arrangement improves quieting. The rotor
blades are constructed of composites, and are designed to
survive small arms fire. Prototype aircraft can be distinguished
from production models by the presence of a large, triangular
fin on the underside of the tail; in production aircraft, this fin is
cropped to accommodate a strengthened landing gear.
The elastomeric mounts, bearings and dampers used in the
Z-10s rotor system originally were supplied by Lord Corpora-
tion, a U.S. company. It is not clear on what basis export of
this technology occurred or whether it has continued; though
export of elastomeric bearings is not prohibited under the Unit-
ed States Munitions List or Export Administration Regulations
China may have chosen to source these components domesti-
cally for production aircraft.
It also is noteworthy that China has conducted sea trials
with the Z-10, landing an example of the aircraft aboard a Type
072A-class landing ship. While this may indicate interest in
promoting or evaluating PLA Army Aviation interoperability
with PLA Navy forces, China may well be considering develop-
ing a version of the Z-10 for its marine corps.
Engines
The prototype aircraft were equipped with two PT6C-67C
engines rated for 1,700 shp (1,267 kw) of power each. These
engines were equipped with single-channel electronic engine
controllers (EECs). Serial production Z-10s are equipped with
CONTINUED, P. 10
 awin.aviationweek.com/aerospacedaily
Program Dossier (Continued)
Program Dossier: Z-10 Thunderbolt
two WZ-9 engines supplying 1,341 shp (1,000 kW) each. This
represents a 21.1% reduction in overall power compared to
the PT6C-67C. It is likely that the WZ-9 has an EEC as well,
since the Z-10 originally was designed for such an engine,
though it is possible the WZ-9 has a full-authority digital en-
gine controller (FADEC) instead.
Avionics
The primary sensor payload of the Z-10 is a WXG1006 elec-
tro-optical/infrared (EO/IR) target acquisition and designation
sight (TADS) pod mounted in a gimbal immediately forward of
the cockpit. Equally important for an attack helicopter, a pilot
night-vision system (PNVS) is mounted on a separate turret
above the EO/IR pod, greatly improving the Z-10’s ability to op-
erate at low altitude in low light conditions. An air data sensor
probe is mounted on a prominent boom on the starboard side
of the cockpit.
An identification friend-or-foe (IFF) antenna is present on
the frontal cockpit, immediately aft of the PNVS. The aircraft’s
systems are organized around a GJV289A data bus. GJV289A
is the Chinese equivalent to MIL-STD 1553B, and it reportedly
supports the GPS, GLONASS and Beidou positioning, naviga-
tion and timing networks. VHF radio antennas can be seen on
the upper and lower tail.
The Z-10 features both a head-up display system and
helmet-mounted displays for both the pilot and gunner. It has
a full glass cockpit and hands-off-throttle-and-stick (HOTAS)
controls.
Countermeasures
The aircraft features four MAWS sensors—two on either
side of the airframe forward of the cockpit and two on either
side of the lower tail just aft of the engine exhaust. Chaff/flare
dispensers are mounted on either side of the lower fuselage
just aft of the stub wings. Three-aperture Northeast Institute
of Electronic Technology (NEIET) LHRGK003A laser warning
receivers are mounted on either wingtip, with coverage to
the sides, fore and aft. The aircraft also carries an RWR and
electronic countermeasures suite.
Armament
Besides its chin-mounted PX-10A 23mm cannon, two
weapons pylons are present on each of the Z-10’s stub wings.
These pylons can carry a variety of payloads, including:
10
June 10, 2020
• Eight HJ-10 (Hong Jian – “Red Arrow”; also known as the
KD-10) semi-active laser homing (SALH) anti-tank guided
missiles (ATGMs) with a range of up to 5.4 nmi (10 km), with
four to a pylon.
• Eight HJ-9 (KD-9) SALH ATGMs, with four to a pylon. A later
variant of the HJ-9, the HJ-9A, reportedly is equipped with
a millimeter-wave radar, making it a fire-and-forget system
similar to the AGM-114L Hellfire or the AGM-179 Joint-air-
to-Ground Missile (JAGM). Without its own fire control radar,
however, it is unlikely the Z-10 can employ the improved
variant.
• Four seven-shot 70mm rocket pods.
• Eight TY-90 air-to-air missiles (AAMs), which are purpose
built for launching from helicopters, with four to a pylon.
These figures represent maximum loads for the afore-
mentioned stores; mixed loads are more likely in operational
circumstances. Besides weapons, external fuel tanks also can
be carried on the Z-10’s inboard pylons to extend its range. The
Z-10 also has been seen at aerobatic displays carrying colored
smoke dispensers on its outboard pylons, though this is of
little tactical relevance.
Variants
Z-10A
The Z-10A is the basic version of the Z-10 produced for PLA
Army Aviation.
Z-10H
The Z-10H is the initial low-rate production variant of the
Z-10, with the early version of the PNVS and TADS found on the
prototype aircraft, as well as the original tailfin and rear landing
gear configuration.
Z-10K
The Z-10K is an improved variant of the Z-10 unveiled in July
2015. A new sensor or antenna is present behind the PNVS; its
purpose is not yet known, though it may be a Beidou antenna.
Modifications also have been performed on the gun turret, with
a new, visually distinctive external configuration and a larger
compensator. It does not appear to be a higher-caliber system.
Based on photography, the Z-10K carries 19-shot 70mm rocket
pods, up from the seven-shot pods seen on earlier variants.
There is no reason in principle why the larger rocket pods could
not be used aboard the older variants. This version is operated
by the PLA Air Force.
CONTINUED, P. 11
 awin.aviationweek.com/aerospacedaily
Program Dossier (Continued)
Program Dossier: Z-10 Thunderbolt
Z-10ME
The Z-10ME is the most recent and most advanced variant
of the Z-10 and is being marketed to export customers. It
features major alterations to inlet design that dispense with
the mesh cover found on all previous examples and includes
new upward venting exhaust to disperse hot exhaust gas
and reduce the Z-10’s lateral infrared signature. The frontal
area of the intake is larger, and the mesh has been replaced
with a hexagonal honeycomb pattern of perforations in the
front cover and along the frontal portion of the cowling. Sand
filters on the intakes provide superior capability to operate
in arid environments, which may make the aircraft more
attractive to customers like Pakistan, which evaluated but
ultimately declined to procure the Z-10. The first Z-10ME
prototype was photographed without these covers present
over the intake, which show that the frontal intake passes
through a smaller, inner duct into the engine, while more air is
brought in through a surrounding duct from the perforations
in the cowling.
Based on a Zhuhai Air Show display seen in November
2018, the Z-10ME may integrate the CM-501XA air-to-ground
missile. Images of the new variant also suggest the maga-
zine for the chin turret has been enlarged.
Upgrades
At least some Z-10s have received additional armor panels for
the engines and the cockpit. Interestingly, the cockpit armor
seems to be arranged to protect avionics and not the aircrew.
China is expected to deploy a variant of the aircraft with the
WZ-16 turboshaft engine once it becomes available. The WZ-
16 is a Chinese derivative of the Safran Ardiden 3C turboshaft
engine, developed under an agreement between AVIC Engine
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June 10, 2020
and Safran Helicopter Engines. This will provide a major boost
to the aircraft’s performance, as the WZ-16 generates 2,012
shp (1,500 kW) of power. The WZ-16 received civil certifica-
tion in China in October 2019, so it likely will be suitable for
inclusion on a Z-10 variant soon, though it may already be
present on at least some Z-10ME prototypes. Speculation
abounds that the Z-10ME might instead carry uprated WZ-9
engines.
Production And Delivery History
Since around 2010 approximately 120 Z-10s have been built,
and it continues in serial production at CAIC today. The
Z-10ME had not as of April 2020 entered serial production.
China
China has deployed the Z-10 across as many as thirteen
aviation brigades, in both PLA Army Aviation and the PLAAF.
The eight-prototype aircraft remain with CAIC, and CAIC has
built a ninth prototype for the Z-10ME program. At least 106
Z-10As and Z-10Hs are known in PLA Army Aviation ser-
vice and seventeen Z-10Ks are known in PLAAF service; the
precise breakdown is difficult to discern but the majority of
these aircraft are Z-10As.
Pakistan
Pakistan evaluated the Z-10 but judged that it lacked the
power to operate in the “hot and high” environment of the
country. The Z-10ME appears to be optimized for sandy
environments and may have substantially more power than
previous variants, and with Pakistan’s Bell AH-1Z and Turkish
Aerospace Industries T129 procurements stalled by truncat-
ed U.S. security assistance and U.S. sanctions, respectively,
Pakistan is considering the Z-10 anew to replace its aging
Bell AH-1Fs.
–STERLING RICHMOND, sterling.richmond@aviationweek.com
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