Hof 18

2018 I ISSUE 18
IT HOME.
FLY
WE MAKE IT
The H225M is the helicopter of choice
in the most dangerous warzones in the
world. Equipped with a highly advanced
defensive aides suite, it keeps both pilots
and crew safe. It includes radar, missile
& laser warning receiver, chaff and flare,
and much more. On top of that, it also
boasts the heaviest payload capacity,
the highest speeds, and the furthest
range in its category. Combined, these
make the H225M more than ready for the
world’s most demanding missions.
Defence. We make it fly.

tHe
team
PUBLISHER
Ned Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPEAN EDITOR
Alexander Mladenov
NORTH AMERICAN EDITOR

Buzz Covington
CONTRIBUTING EDITORS
Paul Kennard
Scott McKenzie
PROOFREADER
Barbara McIntosh
GRAPHIC DESIGN
Dot Design
KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 21 757 747
EMAIL
info@heliopsmag.com
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www.heliopsmag.com
ISSN 1179-710X
ISSUE 18
2018
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contents
18 RUSSIA’S ENGINE WOES
Between 2014 and 2017
Russian Helicopters endured
a difficult situation due to
the rapid and irreversible
deterioration of the political
and economic relations with
Ukraine, an important supplier
of engines powering all of the
mass-produced Russian-made
rotorcraft in the 12 to 14-tonne
class. ALEX MLADENOV
reports on the issues.
34 SPANISH CAIMÁNS
START BITING
The Spanish Army Aviation
is continuing the upgrading
process of its rotorcraft. After
the Tiger attack helicopter, that
has been already deployed to
Afghanistan in support of the
troops, it is the turn of the NH-
90 Troop Transport Helicopter,
inducted in service last year.
DAVIDE DAVERIO reviews the
work done to bring the Spanish
Caiman on line.
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46 HOW LONG HAS THE

“CONVENTIONAL”
HELICOPTER GOT?
In the final part to his article on
the future of the conventional
helicopter, PAUL KENNARD looks
at the potential of unmanned
vehicles to replace the helicopter.
58 DEALING WITH BROWNOUT

IN THE SHORT-TERM
In this review, PAUL KENNARD
examines the various merits
of the two low visibility landing
techniques and poses some
interesting considerations when
deciding which technique to use.
74 DISCUSSION POINT –
TRIAL BY MEDIA,
AND BY PEERS?
6 HELIOPS FRONTLINE / ISSUE 18 / 2018
from the editor
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7
W
BY
MARK OGDEN
e always hear of ‘milestones’ from the
manufacturers and operators of military
equipment; you know, “aircraft has flown
500,000 hours with no accidents”, and the like.
Usually, we let this sort of information wash over
us; yes, it’s good that there’s acknowledgement of
true milestones but like the term ‘hero’, it seems to me they are being overused and
don’t really reflect how a program is going.
What made me think of this was a LinkedIn advised milestone of the MRH-90 is
Australia (from a helis.com story). NH Industries announced back in April that the
Australian ‘Taipan’ (MRH-90) achieved 30,000 flight hours. Now, before going any
further, let me set the record that the people who are bringing this helicopter online
should be proud because there has been a lot of sweat and tears getting this program
off the ground, so to speak. The Navy and Army are getting on with the job and making
it work and they should be recognized for the huge effort that’s going into the Taipan
project. It has been no mean feat because the helicopter has been a challenge.
In response to the announcement, people of course say ‘awesome’ and ‘fantastic’
but really, if they think about it, is it really a milestone to celebrate. I mean, this was
meant to be an off-the-shelf purchase and was meant to be fully up and running in 2013
– it still isn’t.
A report by the Australian National Audit Office makes published in 2014 (https://
www.anao.gov.au/work/performance-audit/multi-role-helicopter-program) makes
fascinating reading. It highlights how, despite a recommendation from Defence
that the Australian Government purchase the S70M Blackhawk, the ministers
instead chose the European offer, “on the basis that strategic and other government
considerations outweighed the cost advantage of the Sikorsky proposal”. That was
over 13 years ago. Once again, elements outside of Defence decided on a purchase
that was against the Defence recommendation. So Australia ended up with two
helicopters, the Tiger Armed Attack Helicopter (I won’t discuss that one here other
than to say, FOC was planned for June 2009 and achieved in 2016, seven years later
than planned, and was accompanied by nine operational caveats – so did it really
achieve FOC? Now the Army is planning its early retirement.)
One would think that the MRH90 off-the-shelf purchase should have had the
aircraft up and running within a couple of years. Well, not so…
As noted in the report, by March 2014, over $2.4 billion had been spent acquiring
and sustaining the MRH90, with 27 of the planned 47 delivered but the program was
running some four years behind schedule. The projected cost of the program to end
2040 (planned retirement) is around $12 Billion. The Defence Materiel Organisation
(DMO) suspended acceptance of aircraft in 2014 and listed it as a Project of Concern.
Original military type certification was planned for end 2008. Certification actually
occurred in April 2013, over 4 years late. Final Operational Capability was to have
occurred in July 2014. A revised schedule has FOC planned for July 2019, 5 years late.
The celebration should be when the MRH90 achieves FOC and is proven to be
highly maintainable, reliable, combat-ready and has come in under- or on-budget. That
would be something worth celebrating.
Mark
8
industry news
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TH-57 aircrew
training Contract
FlightSafety has been
selected as the prime
contractor for TH-57 Aircrew
Training program for the US
Navy, USMC and US Coast
Guard with Level 6 and
7 Flight Training Devices
scheduled to enter service
in 2019.
CMV-22B
production work
begins
Bell-Boeing has started production
of 39 CMV-22B aircraft for the US
Navy who will use the aircraft for
transporting personnel and cargo
from shore to aircraft carriers,
eventually replacing the C-2
Greyhound.
RN Sea Kings in final

flypast
Two Airborne Early Warning Mk.7
Sea Kings from 849 Royal Naval Air
Squadron have completed a final
flypast ahead of their retirement
from military service to be replaced
by the new Merlin Crowsnest.
industry news 9
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Luxembourg
Defense orders
two H145Ms
The Government of
the Grand-Duchy of
Luxembourg has ordered
two H145Ms for defense
and security missions.
The contract includes
provision of training and
support and will enter
service in 2020.
T129 Contract for Pakistan Army

The Pakistan Ministry of Defense has signed a contract with Turkish Aerospace for the
procurement of 30 T129s within a comprehensive package including logistics, ammunition,
spares, ground support equipment and training.
10
industry news
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MD 530G for
Lebanon AF
The Lebanon Air Force
will receive six armed MD
530G Scout Attack aircraft
including initial logistics
support, ground support
equipment, and associated
services with delivery
completed by 2020.
UH-60 Black
Hawks for Latvia
The US State Department
has approved a Foreign
Military Sale to Latvia of
four UH-60M Black Hawks
and related equipment
for an estimated cost of
$200 million.
Black Hawks
receive Doppler
upgrade
The US Army has selected
BAE to provide touch screen
computer display units as
an upgrade to the ASN-128
Doppler GPS Navigation
System on its Black Hawk.
industry news
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11
Kenya orders MD 530F

Kenya Defense Forces have ordered six armed MD 530F Cayuse Warriors and includes
initial logistics support, aircraft systems and ground support equipment, deliveries be
completed by end of 2019.
USAF selects MH-139

The United States Air Force has selected the MH-139, offered by Boeing as prime contractor,
to replace its fleet of UH-1Ns. The programme is valued at $2.4 billion for up to 84 aircraft,
training devices and associated support equipment.
12
industry news
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Indian
Apache and
Chinook first
flights
Deliveries of 22 AH-
64E Apache and 15
CH-47F(I) Chinook to
the Indian Air Force
will begin in 2019
following first flights
for both types.
Royal Thai AF
adds H225M
The Royal Thai Air Force has
placed an order for four
H225Ms, this follow-on order
will bring their H225M fleet to
12 units by 2021.
NH90 for Qatar

The Ministry of Defense
of Qatar and has
confirmed a €3 billion
order for 28 NH90 in the
multirole configuration
with Leonardo acting as
prime project lead.
industry news 13
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100,000 flight hours for H225M

The H225M, in service in six countries across the globe, has surpassed the 100,000 flight
hour milestone, following its first delivery to the French Air Force in 2006.
Sweden
Sells
AS332M1
The Swedish Armed
Forces and Ex-Change
Parts AB have signed
an agreement for the
sale of their fleet of six
Super Puma AS332M1s
including engines,
spare parts and special
tools.
14
industry news
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New Zealand
orders NH90
FTD
CAE has been awarded a
C$50 million contract from
the New Zealand Defense
Force to provide the RNZAF
with a CAE 700MR Series
NH90 flight training device.
The contract also includes
long-term maintenance and
support.
NH90 Deck
landings for
Norway
The Royal Norwegian Navy
has completed 308 NH90
deck landings on the Royal
Netherlands Navy vessel
HNLMS Holland, in the
North Sea, to determine
the operational limits of
the aircraft in open seas.
SO Chinooks for
US Army
The US Army Special
Operations Aviation Command
has placed an order for four
MH-47G Chinooks for delivery
in 2020, and will be the first
outfitted with Chinook Block II
upgrades.
industry news
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15
NH90 Sea
Lion starts
Qualification
phase
The second prototype of
the NH90 Sea Lion for
the German Navy has
performed its first flight
in serial configuration
and marks the beginning
of the helicopter’s
qualification phase. The
first of 18 aircraft are
scheduled for delivery at
the end of 2019.
Rostec modernizes Night Hunter

Russian Helicopters has presented a new version of the Mi-28NE with improvements
primarily related to armaments including the new Khrizantema-M anti-tank missile with
a dual guidance system that increases target range to 10km.
16
industry news
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Leonardo and PGZ sign LoI on AW249

Leonardo and Polska Grupa Zbrojeniowa have signed a Letter of Intent that will see the
two companies collaborate on the design and development of the AW249 new combat
aircraft aimed at meeting the Polish Army’s requirement.
HH-60W FT
assembly begins
FlightSafety International
has started the final
assembly of the first HH-
60W Weapons System and
Operational Flight Trainer
with completion Scheduled
for 2019.
Mi-17s returned
to Lao AF
Russian Helicopters has
completed the first service
contract on four Mi-17s
for the Lao Ministry of
Defense. The work was
carried out by a mobile
group of specialists at
Vientiane Air Base.
industry news
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17
Japan Coast Guard signs HCare for H225

The Japanese Coast Guard has signed an HCare Smart full-by-the-hour material
management contract, for a period of five years to cover their H225 fleet.
UK MFTS Fully Operational

Aibus UK has completed its service provision build up
and is now fully embedded at RAF Shawbury and RAF
Valley, supporting the 29 Helionix-equipped H135s
and three hoist-equipped H145s delivered in 2018.
STORY BY ALEX MLADENOV

HELIOPS FRONTLINE / ISSUE 18 / 2018 19
Between 2014 and 2017 Russian Helicopters

endured a difficult situation due to the rapid
and irreversible deterioration of the political
and economic relations with Ukraine, an
important supplier of engines powering all of
the mass-produced Russian-made rotorcraft
in the 12 to 14-tonne class.
Alex Mladenov reports on the issues.
I
t was a rather complicated scenario and assemblies supplied by Motor Sich, and then
that prompted the Russian adding Russian-made accessories and control
government to take some emergency units. Klimov’s production plans called for a
measures and provide extra funding gradual transfer into Russia of the entire engine
for the acceleration of the production components fabrication process. The assembly
rates at the Klimov plant building the VK-2500/ was to be undertaken at a newly-built plant of
TV3-117 family of turboshaft engines that power Klimov situated in Shuvalovo, a St Petersburg
the Mi-8/17/171, Mi-35M, Mi-28N/NE/NM/UB, Ka- suburb, while the component and assembly
52/K and Ka-27/28/31/32 families of helicopters. fabrication process had to be established at some
This effort was originally set to provide enough other Russian aero-engine production plants.
locally-built engines for rotorcraft contracted for The difficulties encountered during the
delivery between 2015 and 2017 to the Russian setting-up the production of entirely Russian-
military under the co-called multi-year State made VK-2500s and TV3-117VM/VMAs in the early
Military Order Program. The new-build helicopters and mid-2010s however rendered the Russian
destined for foreign customers, both military and helicopter industry over-reliant on the supply of
civil, were still eligible to get engines produced at complete engines, parts and assemblies from
Motor Sich company in Zaporozhya, Ukraine. Ukraine’s Motor Sich. In fact, the first batch of
Organizing the VK-2500’s and TV3-117VM/VMA’s ten Russian-made VK-2500 engines, assembled by
full production cycle in Russia, has however, using entirely Russian-made parts and assemblies
proven to be a rather difficult and costly effort - as reported by Kamov at the time – was not
from both organizational and technological delivered until 2015. Finally, in early January 2017,
aspects. The manufacturing was also slow, not Russia’s deputy defense minister responsible
increasing to an adequate level until end 2017. for procurement, Yury Borisov, claimed that
The first steps for engine production in Russia Klimov delivered 60 VK-2500 engines in 2016, all
were taken in the late 2000s when Klimov of St assembled from Russian-made parts.
Petersburg began assembling turboshaft engines In 2017 the number of Russian-assembled
of the VK-2500 series for attack and assault engines grew to 130, which proved sufficient
transport helicopters, initially using kits of parts for powering all the helicopters scheduled for
The Mi-17V-5-1s assault transport

helicopters, such as this machine
operated by the Afghanistan Air
Corps, are powered by the legacy
TV3-117VMA engines.
delivery to the Russian MoD during that year, plant in St Petersburg from kits received from
about 60 Mi-8s, Mi-35Ms, Mi-28UBs and Ka-52s. Motor Sich. The Russian-assembled engines
The designed full production capacity of Klimov’s were only installed on newly-built attack and
plant in Shuvalovo is 450 to 500 engines a year, a assault transport helicopters delivered to the
number expected to be attained in the beginning Russian military.
of the next decade. To power helicopters built In August 2011, Motor Sich and Russian
for export in 2017, Russian Helicopters had to Helicopters, the umbrella holding company
purchase 200 VK-2500/TV3-117s from Motor Sich. controlling all helicopter design and production
As of mid-2018, however, no Ukrainian-made companies in Russia, reached a wider engine
engines have been directly exported to Russia supply agreement covering the period between
and this tends to show that at least a proportion 2012 and 2016. Deliveries of VK-2500s and TV3-
of the military and civil helicopters in the 11 to 117s powering both the military and civil models,
14 ton-class built for export customers has also valued at about US $1.5 billion, were planned
received Russian-made engines. for annual deliveries of up to 250 engines. The
manufacturing activities at Motor Sich continue
to be closely integrated with the Russian aero-
Ukrainian issues engine industry with no less than 70% of the
metallic materials used by the Ukrainian aero-
Early this decade, some 80% of the TV3-117 engine manufacturer being supplied by Russian
and VK-2500 engines installed on Russian-made vendors, including the raw titanium needed for
helicopters; numbering 340 to 360 examples a the compressor and the core casing.
year, were supplied by Motor Sich. The remaining Since mid-2014, however, the engine
20% cent were assembled at the Klimov’s deliveries to Russia have been a subject of strict
The VK-2500, seen here besides a newly-built Mi-35M attack

helicopter at Rostvertol plant, is a derivative of the proven TV3-
117 family boasting an increased OEI rating of 2,700shp and
FADEC. The first deliveries were reported in 2004.
supervision by the Ukrainian defense export Russian Helicopters reported delivery of no less
control authorities. The Ukrainian President, Pytor than 250 twin-engine rotorcraft, powered by TV3-
Porposhenko, declared an abrupt suspension of 117s or VK-2500s turboshafts, while in 2015 the
all military-technical cooperation with Russia, figure was about 200, in 2016 - 160 and in 2017 no
including the export of defense products and fewer than 195.
components for use by the Russian military. This Klimov’s designer general, Alexey Grigoryev,
step was a direct and immediate consequence hinted in February 2015 that the company’s
of the bloody and protracted internal conflict stocks of parts would be sufficient to enable
in the south-eastern regions of Ukraine, which production of new-build engines to meet the
erupted in March – April 2014. This is why Russia’s delivery commitments to Russian Helicopters,
United Engine Corp (UEC), the parent company for the helicopters planned to be delivered
of Klimov, became designated as the alternative to the Russian military. He also claimed that
supply source for the Russian military’s helicopter Klimov would be able to meet in full the needs
engines. As early as 2011 the company signed of Russian Helicopters for locally-built engines
a long-term contract with Russian Helicopters, from 2017 at the earliest. However, as many
covering engine deliveries until 2020 used for Russian sources noted, Motor Sich has proven,
installation in the entire range of 12 to 14-tonne even during the crisis times in 2014 and 2015, to
military helicopters ordered by the Russian MoD be a reliable and loyal partner. Despite the abrupt
and other organizations in the country. In 2014, political breakout between Russia and Ukraine,
Currently only a small proportion of the Mi-171s and

Mi-17V-5s built for export customers are powered
by the VK-2500, with the majority still delivered with
the more affordable TV3-117VMA.
the company strived to meet its contractual on helicopters for export customers. This was
commitments of delivering engines to Russian also been confirmed in February 2015 by Anatoly
Helicopters intended for installation on newly- Pinchuk, deputy chief of Russia’s Federal Military-
built helicopters for export customers. Technical Cooperation Service, the government
In September 2015, Vyacheslav Boguslayev, arms export control body. He noted that the
the influential president of Motor Sich, claimed biggest helicopter export deal of the Russian
that despite the ban imposed by the Ukrainian helicopter industry, covering 71 Mi-17V-5s for the
authorities in 2014 on the military technical Indian military, is set to be completed by the end
cooperation with Russia, his company had of the year, indicating that no engine delivery
continued delivering engines to its Russian problems had been experienced.
customer in a timely manner, for installation Best-selling turboshaft
The TV3-117M is the first production-

standard representative of the long-
lasting family, powering the Mi-8MT
and Mi-17 assault transport helicopters
and the Mi-14 naval helicopter, with the
first deliveries made in the late 1970s.
Derived from fixed-wing aero-engines

The Klimov TV7-117V is the latest helicopter engine in Russia developed in the
2000s and civil-certified in 2015. The FADEC-controlled turboshaft powering the
15.6-tonne Mi-38 is a derivative of the TV7-117 turboprop used to power the Ilyushin
Il-114 regional airliner with a claimed design commonality of about 90%. It is more
powerful and fuel-efficient than the TV3-117VMA and VK-2500 installed on current
generation Mi-8/17/171 models, utilizing for the first time in Russia a combined
centrifugal/axial compressor, with one and five stages respectively, introduced for
getting better efficiency and enabling more compact dimensions.
The TV7-117V, using the BARK-6V FADEC, is rated at 3,550shp in one engine
inoperative (OEI) mode for 30 seconds, 3,500shp for 2.5 minutes and 3,000shp for 30
minutes, while the take-off rating is 2,800shp.
The new engine is advertised as being 1.17 times more fuel efficient and its take-
off power is 1.27 times higher than that of the legacy TV3-117VMA. Its dry weight is
360kg (793lb) while the specific fuel consumption (SFC) is 0.199kg/hp/hr (0.439lb/hp/
hr) in cruise flight at 2,000shp.
The TV7-117V was certificated by the Russian civil airworthiness authorities, ARMAK,
in May 2015, with an initial TBO of 100 hours; it is then expected the TBO to be extended
to 1,000 hours by late 2015, while service life is to be upped to 6,000 hours.
On 15 July 2015, UEC and Kazan Helicopters signed a contract for the delivery of
50 engines for installation on the first Mi-38T production batches, expected to be
ordered soon by the Russian MoD. The engine contract is priced at Roubles 3.922 billion
(equating to about US $75 million at the time of its signature) and TV7-117V deliveries
will take place between 2016 and 2019. In 2016, for instance, eight engines are slated
for hand-over, increasing to 12 in 2017, 14 in 2018 and 16 in 2019. Currently, the Mi-
38T production is undergoing at a slow rate so the TV7-117Vs delivery plan is likely to
be postponed. Delivery of the first Mi-38T in a militarized version for the Russian MoD,
ordered in mid-2017, to be used for testing and evaluation, is now slated for early 2019.
The Klimov TV3-117/VK-2500 family dating back In the 1990s, the engine was granted a
from the late 1960s is the most popular Russian 7,500-hour service-life, with two main overhauls
turboshaft, with over 28,500 engines built. and 2,500 hours TBO while in the early 2000s its
According to the design authority, the family service-life was further extended and now it is
members today are used for powering no less claimed to be 9,000 hours; its TBO was extended
than 27% of the world‘s turbine helicopter fleet. to 3,000 hours.
The current TV3-117VM version with a vastly The large growth potential of the TV3-117VMA
improved hot-and-high performance was resulted in designing a more powerful and durable
developed in the 1980s, initially intended to derivative, which entered in development in
power the Mil Mi-28 attack helicopter, while its 1994 jointly by Klimov in Russia and Motor Sich
rival Kamov Ka-50 received the little-modified in Ukraine. Known as the VK-2500 (its original
TV3-117VMA sub-version. Both of these engines designation was TV3-117VMA-SB3), it boasted an
featured hydro-electronic control units set to increased take-off and OEI power ratings of 2,400
maintain an OEI power rating of 2,200shp up and 2,700shp respectively, take-off ratings of
to 2,200m (7,216ft) altitude and ambient air between 2,000 and 2,400shp, while cruise rating
temperature of up to 300C. The Mi-28’s engine was set at between 1,500 and 1,750shp depending
featured a take-off power rating of 2,000shp, on the helicopter type and the operating
maintained to an altitude of up to 3,600m conditions. The new main performance-boosting
(11,808ft) and up to 400C ambient air temperature features included an all-new turbine section
at sea level while the TV3-117VMA engine and the BARK-78 FADEC and engine condition
had a boosted-up take-off rating of 2,200shp, monitoring unit.
maintained up to 2,220m (7,280ft) and 300C The VK-2500 was military-certified in Russia
ambient air temperature. The TV3-117VM/VMA was in 2001 and entered production at Motor Sich in
later used to power the new Mi-8MTV/AMTSh, the early 2000s. The first production deliveries
Mi-17V and Mi-171 assault transport helicopters, to the Russian military and export customers
improving their hot-and-high performance. took place in 2004. Currently, the engine is used
to power the trio of new-generation Russian-
attack helicopters – Mi-35M, Mi-28N and Ka-52
- as well as a small proportion of the military
The Mi-35M is one of the three attack types derivatives of the omnipresent Mi-8/17/171 ‘Hip’
currently produced in Russia. All of these are
powered by VK-2500 turboshafts, with the Mi-35M
using the VK-2500-02 derivative with take-off
rating of 2,200shp and cruise rating of 1,500shp.
PD-12V in development to power the Mi-26T2V

The Aviadvigatel PD-12V is the latest helicopter engine project on offer from the
Russian aero engine industry. It is based on the design of the PD-14 new-generation
geared turbofan, originally developed by Perm-based Aviadvigatel, an UEC company,
for the Irkut MS-21 narrow-body airliner whose first test run was performed in June
2015. The PD-12V’s full-scale development was launched 2017, with an eventual aim
for a first test run by 2020, certification by 2024 and first deliveries planned for 2025.
All research and development work of the new engine is being funded by the Ministry
of Industry and Trade and it is expected to be offered for dual-use, to be installed on
both newly-built civil and military derivatives of the Mi-26 56-tonne helicopter.
It is mainly intended for powering Mi-26T2V heavylift military transport version
helicopter currently developed for the Russian MoD. Currently, the Mi-26T2s built
for foreign military customers are offered equipped with the D-136-2 engine built
at Motor Sich in Ukriane. Rated at 12,220shp in OEI mode, the D-136-2 features a
FADEC to improve the hot-and-high performance, but it is not accessible for Russian
customers. The complete breakdown in political and economic relations between
Russia and Ukraine over the acute crisis in eastern Ukraine and Crimea events in 2014
has eradicated the D-136-2 chances to power the new Mi-26 derivatives built for
military and paramilitary uses in Russia. That is why the initial production-standard
Mi-26T2Vs, to be built in 2021 – 2023, will continue to be powered by refurbished
D-136s taken from existing Russian MoD stocks.
As Russian Helicopters director general, Andrey Boginsky hinted in May 2018, by
2022 or 2023 it would be possible the Mi-26T2V to be at last re-engined with the
much-promising PD-12V. The new engine is expected to endow the Mi-26T2V with
even better hot-and-high performance, compared to the D-136-2-powered derivative.
The PD-12V it is also advertised as being 18% more fuel-efficient – allowing flight
range and endurance increase – and will also boast much reduced maintenance
requirements compared to the original D-136 and the improved D-136-2.
The PD-12V, advertised as fully interchangeable with the D-136, is a twin-spool
engine with an eight-stage high-pressure compressor, annular combustion chamber
and two-stage high-pressure turbine. Using the PD-14’s certificated core - including
the high-pressure compressor, combustion chamber and the high-pressure
turbine - the PD-12V is set to be OEI-rated at about 11,500shp, maintained at
altitude of up to 2,000m (6,560ft) and ambient air temperatures of up to 40o Celsius
with an option for another emergency power setting of 14,000shp. The list of the
newly-developed assemblies needed for producing the PD-12V will include the power
turbine driving the output shaft replacing the PD-14’s fan and the low-pressure
turbine assembly.
Since mid-2014, the deliveries of VK-2500 and TV3-

117VMA engines assembled by Motor Sich to Russia
have been a subject of strict supervision by the Ukrainian
defense export control authorities as the Ukrainian
President, Pyotr Porposhenko, enforced the suspension
on all military-technical cooperation with Russia,
including the export of goods intended for use by the
Russian military. Currently, the engines are allowed for
delivery to be installed on newly-made helicopters for
export customers only, such as this Mi-35M.
family. The current sub-versions in production, all Last of the family

of them OEI rated at 2,700shp, are the VK-2500-01
with a maximum take-off rating of 2,000sh used The VK-2500M, a new-generation engine in
for powering the Ka-52, while the VK-2500-02 is the 3,000shp class, its development at Klimov
rated at 2,200shp for take-off and powers the is currently in a full swing, with the effort
Mi-35M and Mi-28N/NE. The VK-2500-03 is the tentatively slated for completion by 2023. It is
most-powerful sub-version, rated at 2,400shp for intended to power some of the new derivatives
take-off while its cruise power has been increased of the Russian-made 12-14-tonne attack, assault
from 1,500 to 1,750shp; it is used for powering the transport and naval helicopters, notably
Mi-8AMTSh-V/VA and some Mi-171Shs. All of these improving their flight performance in hot-and-
subversions feature exactly the same design and high conditions and safety characteristics. The
differ only by their FADEC settings used in the new engine is of modular design, sporting a
BARK-78 system. package of new technologies such as compressor,
The VK-2500 family in military use has a dry combustion chamber, free turbine and digital
weight of 300kg (661lb) and is claimed as being controls in a bid to increase power. Compared
capable of maintaining its maximum power to the currently-produced VK-2500 family, the
rating at temperatures of up to 450C while its new VK-2500M will cut fuel burn by 5%, reduce
specific fuel consumption is between 0.210 and weight by 20% and part count by 16% as well as
0.220kg/hp/hr (0.463 and 0.485lb/hp/hr). The for transitioning to on-condition maintenance.
service life is 6,000 hours, advertised by Kamov The VK-2500M will be OEI-rated at 2,950shp,
as being extendable up to 9,000 hours, while with 2,600shp available for take-off, while its
TBO is 2,000 hours. The VK-2500P-01, launched in maximum continuous power rating is set at
production at Klimov in 2017, is the latest military 2,200shp. It was originally intended to power the
sub-version with a further improved FADEC and PSV advanced medium helicopter (also dubbed
added-on compressor surge protection. It is used RACHEL for Western consumption), flying at a
to power the Mi-28NM facelift, rated at 2,800shp maximum speed of 380km/h (205kt). The PSV
for 2.5 minutes or 2,750shp for 30 minutes, while project was terminated in late 2014, but the VK-
its take-off rating is 2,500shp. Service life is 2500M’s development at Klimov continues at a
quoted as extendable to 12,000 hours, with a full swing as it is set to be fully interchangeable
3,000 hours TBO. with the older VK-2500 and TV3-117 versions. It is
A cut-out of the TV3-117VMA/VK-2500 used for instruction at the training center of the Ulan-Ude Aviation Plant producing the Mi-8AMTSh
and Mi-171Sh/E series of assault transport helicopters.
IAR
HELIOPS FRONTLINE / ISSUE 18 / 2018
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TV3-117VMA engines seen ready for installation on a Ka-32 helicopter.
being developed in two sub-versions – the first to evaluate some of the new technologies
with an output shaft in front, while the second to be implemented in the new engine - could
one will have its output shaft suitably located be built in the end of this decade provided
for installation on both Kamov and Mil attack that the Russian government secures enough
helicopter models. funding for completion of the research and
The next stage of the now-terminated PSV development works. This all-new engine would
program has originally foreseen the development boast a wider use of three key new technologies.
of an all-new engine by Klimov, with parts and This first of these foresees the introduction of
assemblies fabricated by using new technologies non-metallic construction materials, the second
such as the 3D additive printing. It is expected to calls for an oil-less bearing system (the so-called
feature a more efficient centrifugal compressor ‘dry’ engine bearing technology) while the third
first stage and a new-design combustion chamber. one includes the wider use of electrically-driven
This rather advanced helicopter engine could be accessories entirely replacing the traditional
launched in production by about 2030, provided mechanically-driven systems. The all-new engine
that its development effort gets sufficient funding will also boast an increased turbine entry
from 2020 onwards. temperature using a non-cooled turbine that
Yury Fokin, a department chief at TsIAM will require use of advanced non-metallic heat-
(Russia’s Central aero-engine-building institute), resistant materials for the fabrication of the
says that a technology demonstrator - designed turbine blades. n
AMERICA’S FRONTLINE
The Spanish Army Aviation is continuing the

upgrading process of its rotorcraft.
After the Tiger attack helicopter, that has been
already deployed to Afghanistan in support of
the troops, it is the turn of the
NH-90 Troop Transport Helicopter, inducted
in service last year.
Davide Daverio reviews the work done to
bring the Spanish Caiman on line.
T
he FAMET, Fuerzas Aeromoviles dates back to the 1920s and was assigned to
del Ejército de Tierra (Spanish the UHEL III (the former name of the Unit) in
Army Airmobile Forces), is the ‘80s. In order to host the new type, it is
continuing its process of currently undergoing reconstruction works
renewal, which started with and new buildings are growing near the flight
the induction into service of the Tiger attack line, eventually aiming to have a completely
helicopter, replacing old Bo-105 Bölkow. rebuilt base. The present plan includes new
During a ceremony held at Colmenar Viejo logistic, command, and lodging areas. The plan
(near Madrid) in September, 2016, Airbus includes at least two hangars, two separate
Helicopters delivered the first 3 NH-90 TTH aprons and one or two hangars assigned to
transport helicopters to the Fuerzas Aeromoviles. the maintenance unit where it will be possible
The initial contract signed with NH Industries to perform up to the 600 hourly maintenance
consortium was for 45 units, but due to requirement.
budgetary review of the defense spending made BHELMA III presently employs three types:
by the Spanish Government, the total number Super Puma (HT.21), Cougar (HT.27) and UH-1H
of helicopters to be delivered was reduced to 22 (HU.10). The induction in service of the NH90
units (including 6 that will be taken in charge will let the Unit operate a single type. The
by the Air Force). The delivery plan foresees that UH-1H will be withdrawn from service, while
all the machines intended to the Army will be the Aerospatiale-built types will be transferred
delivered by the end of the 2019. to other units (most probably to Sevilla - El
The Unit being equipped with the HT.29 Copero base, where BHELMA IV already operates
Caimán (the local nomenclature for the troop these models). In this way Logroño is going to
transport version of the NH-90) is the BHELMA become the main support hub for the Spanish
III (Batallon de Helicopteros de Maniobras, NH-90s; this intended as a smarter way of
Maneuver Helicopter Battalion), based near managing the line, having the maintenance and
the city of Logroño, Northern Spain. The base the spare parts deposit in one place, together
with the structures that support the training of simulators already installed at the base and
both pilots and maintainers, and of course the French helicopters (the Spanish Army had not
operational unit that fly the type. Due to the initially taken charge of the HT.29). The use
cut made to the initial order, there will now be of the simulator is essdential to shorten the
a lone HT.29 group inside BHELMA III. type conversion and to reduce flight hours.
The pilots’ type conversion is in progress. Starting from mid-2019, Spain will have its own
Twelve have already gained type certification, facility in Logroño made up of two Full Motion
6 have been qualified as instructors. Together Simulators for pilot instruction, a maintenance
with French instructors based at Le Luc - Le simulator and a Computer Based Training
Cannet (near Marseilles, Southern France), course for ground support personnel. Currently,
where the Centre de Formation Interarmées two Part Task Trainers are based there. These
NH90 (CFIA NH90) is based, they are working simulators (based on the Caimán cockpit only)
hard in order to have all the current pilots in are very useful for the initial training.
charge to the BHELMA III qualified to fly the Most of the pilots started their careers
HT.29 by the end of 2018. At the same time, in the analogue cockpit OH-58 Kiowa, Bo-105
maintainers that were trained at the main Bölkow or Hughes 269; so the jump into the
NH90 Industries facility in Marignane (Southern cockpit of the NH90 is a kind of “Star Wars”
France), together with some civil personnel way of doing things. It is therefore very
detached here, are instructing the FAMET important to learn basic flight procedures in an
technicians. easy, safe way and with no hassle. An added
value is that all the simulators based in Spain
will be networked, allowing the remote stations
Training hard to fly the same mission with Logroño, Colmenar
Viejo and Almagro. In this way, the new NH-90
The FAMET has kept an office inside CFIA to simulators can fly a composite mission together
continue the training of pilots using both the with a Chinook, a Cougar, and one or two Tigers
at the same time, part of the same scenario. this helicopter, a characteristic that can be
The real challenge with the NH-90 however, built on in the battlefield by pairing the Tiger
is to understand the whole system. In fact, it is to the Caimán. The latter can be armed with a
not just a troop transportation helicopter. It is MAG-58 7.62mm or a M3M 12.7mm door machine
also a complex integrated weapon system. its guns, but sometimes (as the conflicts have
new avionics are similar to the those installed shown) it is not enough. FAMET is working hard
on the Tiger, helping make the helicopter very on what is called interoperability, running a
easy to fly. It can help the pilot to fly in certain lot of exercises to learn how to cooperate in
envelopes: if the pilot programs a flight plan or a modern and complex background including
want to hover on a specific point on the map, establishing a helicopter net that is able to
the helicopter can do it automatically. The provide communicateions and share scenario
NH90 also has installed an anti-icing system, data. This will be possible thanks to the
autopilot, navigation and electronic warfare integration of the AMPS (Automatic Mission
systems. Lt. Col. Ortiz-Reposo, Commander of Planning System) tactical system that will help
the BHELMA III, said that the Caimán, was very to command and control different types of
reliable in bad weather, at high altitudes, when helicopter configurations and formations. Under
heavy weight; “if you operate in Afghanistan, development by Spanish firm Indra, this system
where you can find altitude up to 3000 m, will support FAMET from the mission planning
temperatures of about 40-45°C and bad visibility, to the final debriefing, through the mission
it’s much better to fly in an NH90, because it is command and control phase. In fact, it can be
made to fly in bad conditions”. operated from a ground-based tactical center,
Survivability is the greatest added value of from a sheltered position, all from a laptop
or a tablet. It can be integrated with different not on a weekly basis but on a monthly one”.
data communication devices such as radios and Moreover, training with other European Air
data link, can exchange data in real time, giving Arms is getting tight. It is usual to see Spanish
the pilot a total situation awareness during NH-90 flying together with French ones or other
the mission. The system can also suggest an types. FAMET is aiming to acquire experience
alternate route based on new threats that have from the armies that have been deployed for
been observed in the scenario, the total fuel, overseas combat missions. “We are building
distances, etc. a cooperation program with the Italian and
Despite this enhanced technology, the French armies, we want to learn from them as
human factor still retains its great importance they are way ahead of us, all the experience
when flying complex missions. FAMET is running they have is more than welcome for us” is the
a collaboration with ground units, in order to thought of the Commander.
train troops of each Army brigade to operate Another strong point about training is about
with the helicopter. During our visit to BHELMA embarking on Armada (Spanish Navy) ships. The
III, a NH-90 and a Super Puma from Logroño Ejercito is already performing some training
ere training with 2 Tigers and a Chinook in with the Armada, sending helicopters (others
support to the Spanish Legion (the Tercio than NH-90) on board the aircraft carrier LHD
Brigade), aiming to develop a strict protocol “Juan Carlos I”. With regards to the Caimán,
that will be applicable to a wide range of it is going to test them for electromagnetic
helicopter capabilities (Close Combat Attack, compliances and to get the clearance for
heavy transport, Command and Control, Fire embarkment from the involved authority. Once
support, etc.). Quoting Lt. Col. Ortiz-Reposo, they will get the authorization, FAMET will send
“this is a paramount for both the Brigade 2 to 4 NH-90s to practice on Armada ships.
and the helicopter units. It’s quite unusual to The HT.29 fleet is training to be ready for
operate by yourself. In modern warfare you have a deployment overseas in case the Spanish
to mix different capabilities to get the best of Government decide to take part to any
them, so this is why we use to train together international mission, like it was about the
ISAF in Afghanistan. It is not getting ready ongoing events. Part of the technology inside
to particular scenario like Lebanon, Mali or is pretty much the same as the A400 military
whatever scenario is currently running at the cargo or any commercial Airbus airplane. The
moment, but it is getting ready for any mission, autopilot makes it easy to fly from one point
to be deployed as soon as possible in any place to another, following a pre-planned route, or
in the World where the presence of the Spanish to make an auto approach to a point set on a
troops may be requested. map, without the need of inserting coordinates
Technology onboard via the keyboard: it is enough to hit a spot on
As previously advised, the Caimán strength a map and the helicopter will choose the best
is its integrated avionic suite. Five MFDs in the approach run to that point and will stop at a
cockpit help the pilot and copilot to have both 50 ft hover. This is really advantageous for the
the system and the mission under control. The pilot and allows him to be involved in other
fly-by-wire system let the Mission Computer duties like command and control, electronic
control the whole system, allowing the crew warfare issues, visually searching for the
to take care about the battlefield and the enemy, and identifying other helicopters flying
that mission. It can be said that the helicopter the day/IR camera. Embedded functions include
can fly itself wherever the pilot chooses to go. the illuminator, the tracker, the designator
Moreover, the active and passive protection and the laser range finder. Some of these
systems are autonomous and are able to react features are currently not available on Phase
to any threat that the LWR, RWR or IR sensors One helicopters, but will be part of the Phase
can detect. Databases containing the list of Two (final) configuration, including the rescue
latest known threats, detected on the current hoist (up to 270 kg of loads), the cargo hook
scenario, can be uploaded into the system via a (maximum payload of 4000 kg) and the fast
data cassette prepared by the Intelligence unit. rope hard points.
Passive protection includes ballistic plates for The induction in service of a complex
the cockpit, that can be easily installed as the machine like the HT.29 has not been an easy
helicopter is ready to accommodate them. task, as the generational gap with respect to
The engines exhausts are designed to reduce the previous helicopters is large. “It’s a great
IR signature and point upward, so an IR missile responsibility,” Lt. Col. Ortiz-Reposo advised.
launched from the ground will find very hard “We are building the ground for the next
to lock on them. The engine intakes are fitted generations, whatever we do today will be the
with sand filters, so no modification is needed base for many years to come. We better do a
in case of deployment in arid zones. FAMET great job today, to have a solid basement for
has run many dust landings in San Gregorio tomorrow. So at the moment my idea is to take
airstrip (near Zaragoza) to test the engines in it easy, little by little, with care. My successor
an arid environment, and found that no damage would have not a fully operational unit, but at
occurred to the ITP built General Electric CT7-8F5 least he will have a solid basement to keep on
engines. building the unit”.
The communications suite includes 2 V/UHF
and one HF radios, fitted with a crypto module,
and a Data Link unit, while the IFF transponder Acknowledgments: the author would like
supports A/C/S/4 modes. The EuroFLIR (Forward to thank the staff of the Military Attaché of
Looking Infra-Red) 410 is mounted under the the Italian Embassy in Madrid (especially Mrs.
nose and is 4 axis stabilized. It can be slaved Soldatelli); Cabo 1° Aguirre Lopesino at the
to the TopOwl Helmet Mounted Sight and FAMET HQ; Lt. Col. Ortiz-Reposo, Cap. Arsuaga
Display unit, and can track a geolocated point Gutiérrez, Cap. Caminero and the crews of the
selected on the map or a target designated by Caiman and the Cougar at BHELMA III. n
In the final part to his article on the future of the

conventional helicopter, Paul Kennard
looks at the potential of unmanned vehicles to
replace the helicopter.
Unmanned Air Vehicles –

Judgement Day for Helicopters?
T
he biggest limiting factor programmable and both cheaper to buy
in vertical lift flight is the and run than a helicopter. There are several
constant battle between traditional helicopter roles that UAVs are
thrust and weight. To achieve already encroaching on. In broadcasting, aerial
vertical lift, the power footage to support documentaries and motion
available must exceed the weight by a suitable pictures would, in the past, have been provided
margin. At the smaller end of the rotorcraft scale, by a helicopter mounted camera. Likewise, live
the weight of a crew, seats, controls/instruments broadcasts of major news and sporting events,
and survival equipment take up a large proportion are, in the main, delivered by helicopters fitted
of the helicopters weight at take-off. Humans with a panoply of cameras and downlinks
also require extensive and expensive training – enabling the action to be covered “as it
before assuming command of a helicopter, and happens”. With inexorable pressure on “the
even more training before being permitted to bottom line”, UAVs are increasingly encroaching
conduct complex tasks. This training is both time into this space. As the size and weight of
consuming and expensive, as is the continuation broadcast quality cameras and reliable full
flying, check rides and simulator time required to motion video (FMV) decreases, and UAV
assure that minimum standards are maintained. capability improves in terms of controllability
Humans are also prone to error; the figure of and payload, the temptation to employ UAVs, if
accidents attributable to human error remains only to save a considerable amount of money.
stubbornly around the 80% mark despite the huge In broad terms, a twin-engine turbine will
strides made in both Crew Resource Management cost a film company somewhere in the region
and automation in the cockpit. We humans also of £1500-£2500 per flight hour to hire. On the
carry our personality and issues into the cockpit. other hand, a state-of-the-art stabilised Quad
Pilots are, by reputation, second only to surgeons Copter, such as the DJI Inspire 2, will cost in
in terms of ego and vanity; we like to show off the region of £5k to purchase – in effect, paying
and we like to maintain a reputation. Often this for itself in a couple of hours on set. This price
leads us to making bad decisions; doing a “flyby” differential can also encourage the film crew
or a wingover. We can also feel under pressure to employ multiple UAVs at the same time,
from our bosses and make poor decisions with enabling the same scene to be shot from a
regard to weather, payload and serviceability. number of angles simultaneously. UAVs can
Such pressures can also induce us into making also be flown much closer to the action without
mistakes “to get the job done” even when no appreciable impact upon the subject either in
such urgency exists. Sometimes, we just take our terms of shadow, noise or downwash.
everyday life into the cockpit and fly distracted, It’s not only in the media who are eyeing
fatigued or even hung over. In extreme cases, as the relative value of UAVs vice the expense of
with the German Wings tragedy, our depression helicopters. Police services the world over use
can manifest itself in the most tragic way. helicopters to monitor criminal activity and to
UAVs are, on the other hand, predictable, help control assets on the ground. In fact, the
reliance upon that Police Forces have placed either natural disaster or terrorist attack using
upon airborne assets has caused a number of chemical, biological or radiological weapons,
organisations to run into budgetary issues. UAVs will be able to continue to operate,
Arguably, in the UK, the National Police Air providing overhead coverage and other services
Service (NPAS) strategy was more concerned in environments that manned helicopters would
with saving money by justifying a more regional be exceptionally dangerous to operate in.
approach (reducing the number of helicopters Moreover, as the world saw with the Fukushima
and crews available) than looking to enhance meltdown, the relatively cheap UAV can be
capability. UAVs may well be the next step, abandoned once it’s power is exhausted to
permitting a more local/tactical use of UAVs save the risks and complexity of attempting to
without the need to launch a helicopter and decontaminate it.
pay for the (increasingly long) transit time as In the military, the use of the UAV is now
well as overhead cover. Security services have well established as part of the ISR (Intelligence
considered both the “tactical” UAV, launched Surveillance Reconnaissance) “collect” team.
and recovered by individual police units, and The Predator, Reaper and other systems have
long duration assets providing a permanent become familiar in modern warfare. However,
observation capability at a higher altitude studies and trials are now underway to expand
– not only utilising sensors, but also acting the role of the UAV – some of this expansion
as a communications rebroadcast facility for threatens more “traditional” helicopter roles.
Police tactical radios. The “eye in the sky” The US Army and NATO are both studying the
also provides higher command elements with use of UAVs teamed with manned assets;
the ability to take more direct control over this MUM-T (Manned/Unmanned Teaming)
operations. In a slighter darker vein, UAV potentially fills the gap left by the retirement
advocates have long championed the ability of of the OH-58 Kiowa as a dedicated Scout
unmanned systems to undertake roles that are helicopter and threatening any replacement
“Dull, Dirty and Dangerous”. In the response to downstream. The Attack Helicopter itself may
be vulnerable; the USMC are studying an armed Vertically launched and recovered UAVs, such
UAV called MUX (MAGTF Unmanned Aircraft as the Schiebel S100 and Northrop Grumman
System Expeditionary – Experimental) which will Firescout have much greater flexibility. The
have the speed and range to escort their V-22 Royal Navy has studied the results of the
assault tilt-rotors. MUX may also encourage ScanEagle project; the new Type 26 Frigate has
commanders to be more aggressive with their two large re-configurable “mission bays” behind
assets as human lives will not be put at risk. As (and connected to) the ship’s hangar. Amongst
well as escort and attack, the USMC envisage the many and varied uses these bays could
MUX providing ISR, overwatch, rebroadcast and be put to is the launch/recovery and servicing
SigInt/ComInt – many of which are familiar roles of future UAVs. The RN have also studied a
to the MQ-9. The major difference between the bigger UAV – the Leonardo Helicopters SW-4
Predator/Reaper and the MUX is the fact that “Solo”. The Solo is a full size light helicopter
the MUX needs to be vertical or very short take- which is “Optionally Manned”. Like the K-Max
off to operate from the USMC Amphibious ships, deployment in Afghanistan, the crew can pre-
making it a far more direct competitor than flight and start the aircraft and then, if desired
the USAF’s systems. Vertical take-off UAVs are or demanded by the mission, simply get out and
also being examined and tested by a number of let the aircraft operate itself.
the worlds navies; they provide Escort vessels
with the ability to extend their sensor coverage Does the Helicopter Have a
without the use of the ship’s helicopter, saving Chance?
flight hours. The RN has been using the Boeing
ScanEagle to fulfil this role, but the launch/ At the moment, emphatically “Yes”.
recovery aspect has proven non-optimal. Tilt-rotor technology is still considered
immature and expensive. There are, however, profitably…) the mass market will stay with the
two potential “game changers” on the near safe money. The next big moment will likely
horizon that may well cause a reassessment be when the AW609 starts appearing on the
of this statement. If the US Army FVL/JMR used market – many of the operators I talked
programme delivers on its promise it will to at HAI this year would not consider buying
replace thousands of conventional helicopters new as their business model was based on
in the US Army (initially UH-60, but, potentially buying “one owner” machines. Either way, the
AH-64 in time). This will, potentially, presage a conventional helicopter is not, yet, in mortal
change in vertical lift thinking throughout the danger from the “convertiplane” – but that time
industry, military and government alike, not to will surely come.
mention provide a glut of tilt-rotor qualified HAVs offer enormous potential in terms
pilots to add to the increasing number of V-22 of lift and operating costs. However, they are
aviators leaving the military. Possibly just in a new and untested capability, which many
time to ride the tilt-rotor wave in the civil influential individuals and organisations view
world. The AW609 could be just as disruptive to with a mixture of scepticism and doubt. High
the industry as FVL/JMR, stealing the high value profile incidents, such as the two which have
and high prestige business transport market afflicted the Airlander 10, hardly help matters
from conventional helicopters, and equipped – giving encouragement to the naysayers and
with performance characteristics suitable to doubters. However, we must recall that no
support O&G fields in more remote locations. advance in aviation is made without accidents
However, at this moment in time, the risks and losses – HAV is just the same. Like the Tilt
and costs remain high – it’s likely that until Rotor however, the technology is still some way
the “early adopters” of the AW609 prove it can off replacing the conventional helicopter and,
be operated safely (and, more importantly, in some areas, it is unlikely it ever will. But
long endurance surveillance and exploitation moment a number of Sense to Avoid

of remote natural resources are real possible (S2A) systems are under development to
areas of incursion. The helicopter industry permit UAVs to operate more freely in non-
would be advised to keep a watchful eye on the regulated airspace. In regulated airspace
progress of HAVs. they can be fitted with the same electronic
UAVs are, by comparison, a “clear and conspicuousness as airliners, ensuring collision
present danger” to the helicopter. They are avoidance, but in Open FIR several users do
cheap, technologically advanced and becoming not use Transponders, ADS-B or TAS increasing
ever more burned into societal consciousness. the risk of collision. Until a reliable means of
The attraction of the low costs, small personnel ensuring separation in unregulated airspace
footprint and lack of fixed infrastructure are occurs the UAV will be prevented from assuming
all appealing. The UAV currently has a couple many of the law enforcement and media
of weaknesses; for the small UAVs, endurance work currently delivered by helicopters – but
and payload remain small. For the larger UAVs the time will come when they leap this hurdle,
purchase cost starts to become an issue. For and then a large threat to helicopters will
all UAVs, the major factor holding back their manifest itself.
exploitation is the regulatory environment. Finally, at the cutting edge of UAV
In the UK, no UAV has yet fulfilled the technology, we see automated vehicles being
“equivalence” requirement laid down in CAP touted as a means of personal transportation,
722 – ie, proving that a UAV has the same (if not replacing the use of VIP charters for the well-
better) lookout than the equivalent manned heeled. Though early days, Dubai is investing
aircraft. A simple notion, but one that is heavily in the Autonomous Air Taxi (AAT)
difficult to prove; what pilot are you comparing scheme which will, in time, deliver a vertical
to in terms of experience, health and SA? At the take-off system that enables passengers to get
in, select a destination and sit back and look several quarters. Though not quite ready yet
out of the window. Much of the technology to “go into that dark night”, the conventional
exists now – it’s merely a question of when helicopter is living on borrowed time in several
regulation, certification and societal readiness key sectors – and as the use of convertiplanes,
catch up. HAVs and UAVs grow, and society adapts to a
The helicopter still has a role and a part to quicker and automated future, there may well
play, but progress is moving the game on and come a day when the last helicopter turns a
“edge on” technology is under assault from blade…. n
Presenting Heliops Frontline Downloads

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In this review, Paul Kennard

examines the various merits
of the two low visibility
landing techniques and
poses some interesting
considerations when deciding
which technique to use.
There are two main techniques employed for dust

landings. The descending high hover and the ‘zero/
zero’ technique. They both have their advantages and
disadvantages, so neither can claim to be definitive.
A
recently posted video clip on LinkedIn of an
Australian Defence Force Tiger helicopter
conducting day dust-landing practice
created something of a passionate debate
online. A number of highly experienced
aviators espoused their views on dust landing techniques, often
backed up with their own relevant operational experience. What
was interesting, however, were the wide variance in opinions
between fellow aviators on how brownout and white out should
be dealt with. It differed between nationalities, roles and aircraft
types/configuration.
It will come as no surprise to the regular reader that I will now
make mention of the efforts that have been underway to develop
and deliver a certified Degraded Visual Environment (DVE) System.
Such a system would permit crews to routinely operate as per VFR
in conditions of extreme low light, fog, dust, snow and other factors
which currently severely restrict or prohibit helicopter operations.
Industry, the US Army and NATO have all been actively studying the
problem; with the high accident rate in recent conflicts as a key
driver. The NATO opinion, as reported on by the DVE study group,
is that a ‘three-legged stool’ is required; high fidelity handling
qualities, a conformal symbology display to present the pilot with
the appropriate cues (ideally in the primary field of regard – i.e.
helmet mounted) and a combination of active and passive sensors
to detect obstacles and obstructions. Such a certified DVE System
does not yet exist; it will be expensive and time consuming to
develop and deliver one. Therefore, commanders and crews have a
fairly binary choice; operate in brown/white out conditions or not.
For some military and SAR users this starts to enter several shades
of grey, with military/civil regulations weighed against local orders
and the operational risk appetite of the organisation they work for.
Therefore, given that military crews will inevitably have to continue
to operate in brown/whiteout (and the other DVE conditions) before
that magic bullet of a certified DVE System arrives, how can the risk
to platform be mitigated? In my opinion, the interim risk can be
mitigated by ‘4Ts’; for once I’m not discussing the 4Ts of Composite
Air Operations (COMAO) mission planning (Task, Target, Threat and
Tactics) but Technique, Training, Technology and Threat assessment.
Technique
There are two main techniques employed for dust landings. The
descending high hover and the ‘zero/zero’ technique. They both
have their advantages and disadvantages, so neither can claim to
be definitive.
The most straightforward technique is to approach to the high
hover, stabilise, assess any obstructions below and then begin
a steady, vertical, descent. As the helicopter descends it should
blow dust/snow away but to maintain references the crew may
have to pause a number of times in the descent to permit enough
obscurant to clear to continue. The over-riding advantage of this
technique is that, if flown correctly, the aircraft never actually
enters a fully degraded environment and the crew are able to
maintain attitude using their markers. It is also relatively simple
to train crews in this technique. It is, in effect, the same technique
for entering a confined area with tall obstructions. The departure
technique is likewise, as per a confined area; in theory, the descent
blows away most of the loose obscurant making it a simple vertical
ascent, albeit one where after take-off checks are best left until
the threat of dust/snow recirculation has receded and the aircraft
established in the climb. Although simple, this technique has a
number of disadvantages. We’ll discuss the tactical implications
in the ‘Fourth T’, but there are other significant issues. Firstly, this
technique requires HOGE (Hover Outside Ground Effect) power to
be available. For many military tasks, especially in high Density
Altitude conditions and at combat weights, the platform simply will
not have HOGE power – and to reduce weight to achieve HOGE may
have a severe impact on mission effectiveness, potentially requiring
more assets to deliver the same effect in the same timescale
or delaying the build-up of combat power as multiple runs (and
therefore more exposure to threats) are required. Moreover, even if
All Engines Operating HOGE power is available, it is unlikely that the
aircraft will be have single engine hover performance OGE, thereby
placing the aircraft in a poor position in the event of an engine
failure, and committed to, potentially, a high rate of descent into
DVE conditions making any attempt to cushion the landing far more
difficult to judge. This vulnerable period will be several seconds in
duration as the helicopter decelerates towards the hover, stabilises
and starts its descent; any overshoot attempt in the event of a
power loss will be similarly challenging with the acceleration likely
into DVE conditions. This high hover technique also relies upon the
obscurant actually being blown away by the downwash, and for
sufficient visual markers to remain visible for both the handling
pilot to maintain attitude, and for the rest of the crew to ensure
that the helicopter doesn’t collide with any obstructions around
the Landing Site (LS). Having trained for this technique whilst flying
CH-47s in Norway, I can attest that it is effective in snow conditions
because the loose snow invariably does blow away quickly, leaving
the more compacted, frozen, snow exposed. This deeper snow is
less prone to recirculating in downwash, making it easier for the
crew to maintain markers during the descent. Where this technique
is problematic is in open desert conditions, where the chances of
actually blowing away sufficient dust/sand to land visually and
vertically are much more remote. Attempting to do so can lead
to a prolonged HOGE, increasing the risk of a power loss scenario
whilst vulnerable and likely causing significant re-circulation of
particles into the engines and erosion of rotor blades and other
components. In the worst case, without sand filters / Engine Air
Particle Separators (EAPS) fitted, this dust can cause the engine
to stall or surge. Prolonged exposure will also reduce the engine’s
efficiency and output, providing declining engine performance over
time and leading to reduced component times, requiring additional
down time for maintenance.
The other established technique is the zero/zero technique. The
pilot flies a gradually descending and decelerating approach with
the aim of arriving at zero feet at zero airspeed. This technique
has a number of advantages. Firstly, it is arguably a safer option
in a power-limited scenario as airspeed is left on further into the
manoeuvre, leaving overshoot options until relatively late. The zero/
zero is designed to minimise the time spent in the recirculating
conditions. If flown well the cockpit should only fully enter the
cloud at the moment of touchdown, or shortly thereafter. It is also
more tactically sound than the high-hover, which we will discuss

later. Compared with the high hover, from a ground scheme of
manoeuvre perspective, the zero/zero lends itself far better to
multi-ship simultaneous landings in a restricted area, with a much
lower risk of mid-air collision as the crews can maintain visual
contact with each other for most of the landing phase, and by
careful planning (e.g. the last aircraft lands first) flying through the
dustclouds generated by other aircraft can be minimised.
There are issues with the zero/zero, however. It requires
extensive crew training to deliver a successful outcome; in
the CH-47 it was definitely a 4-crew evolution. The pilot would
attempt to pick a marker on the ground to land next to and fly
the decelerating/descending profile listening to radar-altitude
and groundspeed cues from the non-handling pilot, estimated
height below the rear wheels from the crewman on the ramp and
dustcloud location reference the fuselage from another crewman
at the front door. The pilot would use these various inputs to gauge
the timing and extent of the final flare to arrive at the zero/zero
point. There is significant skill involved in nailing the landing and,
given that the thought of “over-cooking” the final flare and ending
up in recirculating conditions in the low hover is quite unsettling,
there is a tendency for crews to accept a short/slow run-on landing
vice the pure zero/zero. If the LS is known to be level, flat and clear
of obstructions then this is a perfectly safe technique. However,
if there are hidden hazards, such as ditches, then a run on can
lead to undercarriage legs being sheared off. The desire to carry

some speed onto the ground can also lead to pilots misjudging
the rate of closure to the ground, resulting in heavy landings with
subsequent damage to airframe and injury to embarked troops.
Aircraft configuration plays a hand here as well. Skidded helicopters
have to take extra care with a zero/zero to prevent digging in a
skid and triggering dynamic roll-over, especially for aircraft with
narrow undercarriage and high centres of gravity. Naturally, for a
skidded platform, the run-on with forward speed is also a somewhat
trickier proposition. There are differences in technique for wheeled
helicopters as well. Helicopters with tailwheels, such as the UH-
60 and CH-47, can flare hard and late at the end of the approach,
keeping the cockpit ahead of the dust until the last moment,
then ‘plant’ the rear wheel(s) firmly into the ground, rotating the
mainwheels down as the dustcloud comes through. Both the -60
and -47 also benefit from having their tail/rear rotors high on the
platform. Aircraft such as the NH-90 and EH101 Merlin have issues
with their wheels being at the end of their fuselages and having
tail booms with tail rotors which restricts the amount of nose up in
the final stages for fear of striking the tail rotor. This forces them
to slow down much earlier in the manoeuvre; indeed, the Merlin, by
reputation, is quite a ‘slippery’ aircraft and crews have to be careful
that the aircraft doesn’t accelerate as the flare is reduced.
Training
The zero/zero technique, in particular, requires extensive

training. This training consists of three main parts; synthetic
training in a Dynamic Mission Simulator (DMS), ‘live’ practice to
develop and ‘groove’ the technique and, finally, an Environmental
Qualification (EQ) in a representative environment.
For a DMS to provide utility as a training aid for brownout/
whiteout flying it has to feature both an accurate flight model
and realistic representation of recirculation. Although one should
assume the flight model is accurate, often in ‘corner cases’ of the
envelope it can fall down – and the zero/zero technique in particular
is a lot about ‘feel’ as well as ‘muscle memory’. The convincing
simulation of recirculation is another matter entirely. When I first
started practicing the zero/zero technique in the simulator prior to
Arctic training in Norway, the sim staff had to manually create the
snow cloud by manipulating the environmental conditions. By the
time I left the fleet, the requirements of the campaigns in Iraq and
Afghanistan had driven the simulator industry to develop ever more
convincing ‘dust models’, with variable amounts of recirculation
selectable depending on the training need.
The biggest limitation on the use of the DMS for training in
the UK is the inadequacy of rearcrew training. The simulators were
designed to be heavily front crew focussed, with rearcrew training
restricted to controlling various external views and monitoring

aircraft systems via a crew station in the rear. Therefore, although
able to use an external view to provide the ‘talk-down’ to the
handling pilot to enable him/her to complete their training, the
rear crew receive ‘negative training’. The current trend for providing
immersive Virtual Reality headsets for rearcrew synthetic training
offers a means of partially ameliorating this deficiency, but, again,
this comes at a cost.
Therefore, heavily supervised ‘live’ training as a crew in the
aircraft is important. As part of pre-deployment training, Chinook
crews in the UK would receive extensive instruction in the zero/
zero technique. The process would begin on the airfield with
Instructor demonstrations and crew practice in day conditions with
a lightweight aircraft, affording the instructors the opportunity to
overshoot if the rate of closure built up in the final stages. Once
competent on the airfield, with the fundamentals well ‘grooved’,
the training would shift to field sites affording fewer references,
more obstructions, slopes and more restrictive approach directions.
Again, as part of the iteration of training, the next step would be
under NVGs on the airfield and at field sites, ideally, if possible,
finding a location that afforded an amount of recirculation to make
it more realistic. Unfortunately, the resolutely damp UK climate
could not guarantee that dust or snow would be available when
required, hence the need to deploy to areas of the world with more
representative conditions. For years the UK helicopter force (RAF,
Royal Navy and Army Air Corps) has routinely deployed to Norway
for snow training, focussing on both the high hover and zero/
zero techniques by day and night. For operations in Afghanistan,
with the twin terrors of dust and high Density-Altitude, different
locations were required. After a few years of training in Morocco
and Jordan, the decision was taken by the UK to establish routine
desert training in the South Western Deserts of the USA. This
afforded the opportunity to not only practice dust techniques in
far more realistic environments, but also the chance to conduct
collective training for all UK assets and some Joint exercises with
the USMC. All in all, significantly better preparation for that first
Operational night dust landing than I received prior to entering
Iraq in 2003; as the Sqn Training Officer I took off with the Flight
Commander and a Nav on the jump-seat and we spent 2 hours
teaching ourselves night dust landings flying across the Omani
desert – the cockpit was very quiet after the first one we completed
and it took most of the 2 hours before any of us were remotely
comfortable. Such overseas environmental training is, however,
expensive to run and logistically challenging to support. When
required to reduce the operating risk on combat operations, such
costs are met but they are often early casualties in times of peace.
It is instructive that the UK had two accidents whilst training
for Afghanistan in the US; a Chinook heavy landing and a Merlin
roll-over. Lessons were learnt, and procedures changed. Most
importantly, two crews did not have their accident in a combat
theatre with the attendant ‘downbird’ risks to both the crews and
platforms. Both aircraft were recovered rather than ‘JDAM’d’ and
both crews were largely unhurt; the war also didn’t have to stop to
protect and recover them.
Technology
While we await the arrival of a certified DVE System, there

are mature technologies that can help crews in brown/white out
conditions today. As always, however, the SWaP-C drivers (Space,
Weight and Power – Cost) come into play. Most helicopters I’ve
flown, after a few years in service at least, have outgrown their
original avionics racks; indeed, the UK CH-47 had both an additional
rack mounted in the main cabin roof and a floor mounted pedestal
to accommodate growth systems. Weight is invariably the enemy
of vertical lift, and weight in the wrong place (eg heavy sensors
on the nose) can play havoc with often small Centre of Gravity
(CoG) ranges. Likewise, aircraft electrical systems gradually
become overloaded with the addition of extra systems. Finally,
cost; helicopters are often at the bottom of most pecking orders as
they’re not ‘core business’ for any of the world’s militaries and seen
as expensive platforms for Para-Republic and civil use.
At the recentNATO DVE flight trials, to the surprise of many, the
single biggest factor identified as a workload reducer (and therefore
capacity enhancer) was a ‘coupled collective’. This system used an
active sensor to detect obstructions on the helicopters approach
path and ‘check-up’ until the obstruction passed safely beneath
or the side. This gave the crews the confidence to focus on other
aspects, such as the 3D Conformal Symbology and active sensor
displays. If you forgive the pun, hand in hand with the coupled
collective was advanced Handling Qualities (HQ). The risk of rollover
or snapping undercarriage legs off during a zero/zero or run-on
landing is increased enormously if there’s yaw or drift present at
the moment of touchdown; helicopter undercarriages are designed
to deal with vertical and linear loads (you can land a CH-47 at 60Kts
GS for example) but not lateral ones. Enhanced HQ systems, such
as twin-INS Digital AFCS, make the pilot’s job in keeping straight
far easier. If the dreaded ‘two-foot hover’ occurs, DAFCS equipped
aircraft will hold that hover far more readily. This minimises the risk
of an inadvertent drift into obstructions (or, indeed, a wingman)
and gives the pilot the choice of either initiating a go-around (the
DAFCS on the CH-47F has a TOGA function on the collective for
example) or, if he/she is confident of the terrain below, landing on
vertically. DAFCS makes the high-hover technique simpler as well,
while many systems employ some form of ‘chicken switch’ which in
the case of crew disorientation, can be pushed and the aircraft flies
itself into a safe attitude; normally a wings level cruise climb.
Sensors can also help with landing in recirculation. LIDAR has
displayed an ability to penetrate dust and resolve / designate
small obstructions (such as wires), dependant on particle size and
laser frequency, while Milli-Metric wave Radar (MMR) has proven

it can discriminate larger obstacles but struggles with resolving /
identifying smaller targets. Normal radars can also help, but they
come at increased weight/cost and are often electronically ‘noisy’,
which in a ‘near peer’ threat environment is not stealthy.
Displays can also help. The Elbit DNVG certainly improved
Situational Awareness when we received it on the UK helicopter
fleet, giving crews confidence to stay ‘eyes-out’ more. However,
back to the elephant in the room; certification. These sensor/display
systems are, invariably, advisory only in certification terms. Much
like the mistrust of GPS in early days, they are not to be relied
upon when VFR conditions cannot be maintained. Moreover, the
apparent path to a certified system (the ‘three-legged stool’) must
be comprised of systems of sufficiently high Design Assurance
Level (DAL) that they can be certified as a ‘system of systems’ on
the platform. The cost of buying such a system in toto is, currently,
beyond the means of most helicopter operators. The key will be
an incremental/spiral acquisition of technologies that individually
reduce crew workload and provide enhanced Situational Awareness
but are still designed to such a DAL that they can be incorporated
later into that certified full-up system. This provides both gain in
the short term and a path to full capability as funding, regulation
and technology permits. Candidate systems for this incremental
approach are DAFCS, LIDAR, MMR and Helmet Mounted Display
Systems. The latter is key; both the data into and the helmet / visor
display itself must be high integrity as the handling pilot will be
presented with compelling flight data in his primary field of regard
and he/she will use it to land the aircraft in DVE conditions.
Threat Assessment
The most hackneyed phrase in the UK Tactics Instructor

community is ‘honour the highest threat’. In brown/white out
conditions often the environment is the highest threat and the
greatest risk to the aircraft comes not from enemy action but an
uncontrolled landing (too high rate of descent / unintended yaw/
drift), collision with an obstruction (wires, walls, vehicles) or unseen
hazards on the LS (ditches, slope out of limits etc). Therefore, if
the tactical situation permits, the crew should conduct a thorough
recce of the LS and consider, if the environmental conditions and
power margin permit, a high hover approach or, if a DAFCS is fitted,
a hybrid style approach that will result in an ‘auto-transition down’
to a safe hover location before a vertical landing. For situations
where there is no enemy, for example a road traffic accident in a
remote location, or a SAR recovery, these techniques are sound
and confer a higher level of safety than a Zero/Zero approach. They
are, however, tactically naïve. In a contested LS it is foolhardy to
conduct a 5S recce, even in abbreviated form. Not only does flying
around the LS give a pretty good combat indicator that you’re going
to land there, the climb to recce height removes any aspect of
terrain masking and makes the platform vulnerable to small arms
/ HMG / RPG. Perhaps most dangerous, climbing to height brings
the MANPADS threat back into play as the required hyper-elevation
to get the missile out of the tube can now be achieved. These
dangers continue for the final approach and landing; the high hover
technique places the aircraft as a static target for, potentially,
several seconds affording gunners a zero deflection or crossing rate
shot; exactly the position (albeit for different reasons) that exposed
the MH-60Ls to such danger in the skies over Mogadishu in 1993.
The approach, especially if being flown by an “auto-transition”
function on a DAFCS, will afford a prolonged engagement
opportunity against a non-manoeuvring, predictable, target. In
nearly every circumstance I can think of, the high-hover technique
is only suited to a single-ship aircraft in a near totally benign threat
environment; a wingman can stay high, as top cover, but trying to
land two aircraft from this technique at combat relevant spacing is,
I consider, a non-starter.
The alternative is the zero/zero, which permits the helicopter
to fly faster and lower, with tactical freedom, for longer in the
approach and minimising exposure time. The ground commander
may also wish to insert multiple aircraft loads in a single wave in a
compact area; the zero/zero technique permits this to occur much
more safely than the high-hover. It does, however come at the non-
inconsiderable risk of heavy landing (caused by too much speed
/ rate of descent in the final stages), collision with obstructions
(often the LS recce will rely upon imperfect ISR and Geo products)
and crew error (due to increased workload) which can cause drift
yaw/drift into buildings, wingmen or a mis-landing leading to
dynamic rollover; all accidents that have occurred to UK helicopters
during the campaigns in Iraq and Afghanistan due to brownout and
extreme low light DVE conditions.
Conclusion
The key, therefore, is for the crew and organisation chain of

command to use the fourth T, Threat Assessment, to select which
Technique to apply, cognisant of the Training the crew have
received, and the Technology fitted to the aircraft. The simple
‘risk vs reward’ concept comes into play. If an organisation invests
in technology and training, come the day of the non-discretionary
high-threat brownout assault against an important target,
the mission can be conducted within acceptable risk parameters;
if, however, an organisation does not invest in Training or
Technology, but then, to save face, sends crews into hazardous
environments, the risk of failure and platform/crew loss becomes
commensurately greater. Certified DVE systems are coming; how we
get from here to there safely, maintaining a combat edge in “over-
match” conditions, is the problem that all helicopter users that
elect to place their machines and crews into such hazards need
to grapple with and decide what their risk appetites. and budgets,
can afford. n
DISCUSSION POINT
Trial by Media, and
by Peers?
Recently in the UK, something of a stir was created by
the publication of dashcam footage that appears to show
an AS365N3 Dauphin following a road in the Lake District
in poor weather. If you’ve not seen the clip, it’s here
https://www.youtube.com/watch?v=aqwGzVNm6A0
and I suggest you view it a few times before continuing
with the article.
STORY BY PAUL KENNARD

What do you see? name within the industry. Coupled with the
need to sell copy, or, in today’s age, attract
It seems that, predictably, the Press see a clicks on social media platforms, perhaps
number of things depending on their political it’s both understandable and not entirely
persuasion, readership demographic and unsurprising that headlines often veer into the
perception of their own gravitas. For example, the “sensationalist” camp.
Daily Mirror (a left leaning tabloid) decided that What surprised me, however, was the
“Jaw-dropping footage captures SAS helicopter criticism that the crew received on a number
swoop out of thick fog right on top of oncoming of social media sites from those purporting
cars” – Pretty sensationalist, and to a degree to be fellow aviators. It seemed the crews’
accurate (it’s a 658 Sqn AAC Dauphin, who’s main actions split open old debates (wounds?)
“users” are UKSF and its indeed foggy) but at no regarding military vs civil, Military Support
time does the aircraft fly over the cars, it’s careful Helicopters vs SAR, and SAR vs HEMS. There
to remain to the side of the road. The Independent appear to be a number of polarised positions
(laughably anything but, an increasing left-leaning – with compromise a scarce commodity. I
paper attempting to please those that find The will be deliberately controversial myself in
Guardian a little “centrist”) notes that the driver my responses to the main thrusts of the
was thankful for a “lucky escape”; from what? The opprobrium poured upon the crew in the hope
helicopter was close, but never over the top of his of stimulating a debate – perhaps one we could
car – always to one side. Other headlines include take to the freshly resurrected HeliOps Forum!
“heart stopping” and, perhaps unsurprisingly In summary, the criticisms (mainly, on the
from the increasingly nationalistic Russia Today forums I viewed, from civil pilots and older
“Helicopter buzzes public road, shocks motorist…”. military crews) were;
Even a supposedly pro-military organisation such
as www.forces.net ran a headline stating, “Dash 1. The crew was flying outside any civil or
Cam Footage Shows Car’s ‘Close Call’ With military regulation;
Army Helicopter”. 2. The crew were unprofessional in getting into
Part and parcel of being in the aviation that situation;
business is accepting that non-professionals in 3. The crew should have turned around;
the Press and on social media platforms will often 4. They should have landed on;
pass comment, and indeed judgement, on what 5. They should have completed a LL abort
we do and how we do it. Seemingly long gone
are the days that major news organisations had
experienced pilots and defence commentators Let’s consider one at a time
either permanently on the books writing by-lines
and Op-Ed pieces, or on retainers. Defence and The crew was flying outside any civil or
aviation are now seen as briefs that provide a military regulation
“stepping stone” to bigger and better things Indeed, the crew appear to be way outside
(normally politics, sport and celebrity worship…) normally accepted civil VMC criteria; for
and an opportunity for journos to make their helicopters in Class G (open FIR) within EASA
this is 1500m visibility, Clear of Cloud and In in the wake of the terror attack of June 20171. As
Sight of the Surface (COCISS). There is, however, the Assistant Commissioner of the Metropolitan
a caveat - under Standardized European Rules Police, Mark Rowley, stated last year, some 13
of the Air (SERA) 5001, flight in visibility below major terrorist plots have been thwarted in the
1500m may be conducted under the following UK since 2013, and “over 500” Counter Terrorism
conditions and circumstances; (CT) investigations were ongoing at any one
“Helicopters may be permitted to operate in time. The vast majority of this work only hits the
less than 1 500 m but not less than 800 m flight headlines when a suspect arrives in court, or,
visibility, if manoeuvred at a speed that will give unfortunately, when an attack happens - most of
adequate opportunity to observe other traffic or it, for very good reasons, occurs away from the
any obstacles in time to avoid collision. Flight gaze of publicity. Therefore, just because there
visibilities lower than 800 m may be permitted for was no press coverage of a CT raid in Cumbria
special cases, such as medical flights, search and that day, it doesn’t mean that one wasn’t ongoing
rescue operations and fire-fighting.” (or the aircraft routing via The Lakes to another
The N3 crew were flying at a sensible speed location) - therefore the “special case” clause in
(fast hover taxy) along a relatively well-known the civil regulations would be apropos
route with few obstructions (I’ve flown it several However, as a military aircraft, the Dauphin
times myself and I drove it last week - there’s was operating under military flight regulations,
a pub at the highest point, but little else) with, which, though using the civil regulations as a
statistically, in that weather, little chance of guide, confer upon the operating crew more
meeting opposing traffic (which was not the case freedom of action, although, from my military
groveling through “Cheddar Gorge” in Bosnia!). time, it was also considered the opportunity
There is also a danger of not knowing the entire to provide your own rope to hang yourself
weather context; whilst at first viewing the with! Under the Military Aviation Authority
weather looks horrendous, closer inspection (MAA) regulations, military aircraft are given
reveals quite a lot of green landscape below dispensation from the UK Air Navigation Order
the tail boom. There is a good chance that the (ANO). Under MAA Regulatory Article 2307, crews
crew were able to either maintain 800m in- are charged with maintaining “due regard” when
flight visibility (from one position at least) and flying VMC to maintain separation from objects.
behind the camera the weather may be improving This definition is somewhat open to interpretation
rapidly. Ergo, the crew may have encountered - was the pilot of the N3 discharging “due regard”
a very small stretch of very low visibility but in this instance? In my opinion he was - he was
were able to hover taxy through it, technically offset from the road with side door open giving
remaining legal throughout (albeit, I think we him, in the circumstances, the best lookout onto
can agree, probably stretching the definition…). the road and any other surrounding obstructions.
There also remains the nature of the flight. Given Military VFR minima are slightly different as
the User community, details of the sortie are well, with helicopters, in Class G, able to operate
unlikely to make the public domain. The “outrage COCISS and “in less than 1500 m flight visibility,
bus” online was full of witty comments about if manoeuvred at a speed that will give adequate
“not hearing of any terrorist incidents in The opportunity to observe other traffic or any
Lake District that day”. This is hardly surprising - obstacles in time to avoid collision”.
UKSF tend not to publicize every operation they Therefore, with what we know about the
conduct, and nor do their support assets. Indeed, mission (very little) and can observe from the
658 Sqn were doing a commendably good job short video clip (aware of the lack of context)
“hiding in plain sight” until one of their aircraft there is a case that the crew were operating
was photographed landing on a bridge in London legally under both Civil and Military regulations.
1. https://www.telegraph.co.uk/news/2017/06/04/sas-blue-thunder-helicopter-team-called-london-attack/
The Crew were Unprofessional getting to say the Dauphin crew hadn’t done exactly the
into that Situation same thing?
A very subjective statement. Again, first and There’s also the need to “train hard, fight
foremost, we don’t know (and likely never will) easy” and to develop the airmanship and
what the purpose of the sortie was. It may well captaincy skills of junior crews. Towards the
have been Operationally necessary for the aircraft end of my time in the RAF, I often got tasked
to be transiting via the Kirkstone Pass; there with flying with junior pilots to provide some
might have been a time-sensitive “target” which independent assessment of their progress,
geography and available approach aids, not to to “write them up” for new skill sets and to
mention IFR planning minima, precluded an IFR generally pass on some experience. Often, these
transit and approach to overshoot into low level junior pilots were distinctly “weather-shy” - most
to make a time-on-target. of their flying, in some cases over 60%, was on
Even if there was not an Operational Operations in Afghanistan where the weather was
imperative, how many of us have been caught fairly binary - good or awful (due to sand). They
out by bad weather in the hills? I can recall could fly dust landing approaches and conduct
at least three separate occasions where I’ve multi-ship DVE missions to a high standard,
launched on a forecast of workable, albeit not however, back in the UK with far more congested
excellent, weather and ended up in the low and cluttered airspace, with many more weather
hover in a valley in high ground. On each occasion considerations, they were noticeably reluctant
we’d planned on the latest and most accurate to fly into poor weather. One sortie sticks in
Met Forecast and, on each occasion, the weather the mind. Flying with a senior first tourist with
(as it often does in the hills) changed rapidly approaching 600 hrs on type (over 350hrs in
and in a direction that was not anticipated. Were Afghanistan) we were at low level in the UK with
we “unprofessional”? I’d hope not. Yes, there a lowering cloud base and reducing visibility
were hints in the forecast that the weather could in heavy rain. He made it quite clear that he
deteriorate but forecasting such localised met was uncomfortable - which I duly praised him
phenomena is more art than science. We ensured for offering. We pushed through, on minima at
we briefed “actions on” meeting bad weather at times (including crossing under a set of power
the crew brief, to the authoriser/supervisor prior lines) and got to the HLS we were flying towards.
to flight and on board the aircraft as we entered We then completed an IFR abort off the HLS
the high ground. We flew “defensively”, mindful and recovered to a nearby airfield via a GCA.
of wind direction and obstructions, but still ended In the debrief he explained that, in the UK, as
up in the hover deciding what to do next. On LCR, he rarely flew as captain - and, often, he
each occasion the answer was different; once we flew as “simulated captain”. When under such
turned round and slipped out the way we came, scrutiny, it’s only natural to “play safe” and stay
another time we conducted a pre-meditated comfortably inside the limits. However, in my
abort from the hover, squawking 7700 as the opinion, it’s better to hone the ability to fly at the
climb to Safety Altitude would put us into limits in a controlled, peacetime, environment,
Controlled Airspace unless we got a radar service rather than make a giant leap into the unknown
in the climb (which luckily we did - I’m sure that on Operations. Maybe, the N3 crew were working
French ATC got quite a shock as a 7700 code up a junior crew member - probably not, given
popped up in the middle of nowhere climbing the traditional experience level of most 658 Sqn
hard) and the third time we did what the N3 crews, but it remains a possibility.
crew did - we followed a road to anticipated
better conditions - which duly arrived after a
couple of miles of hover-taxying. We weren’t The Crew Should Have Turned Around
unprofessional in these cases - just unlucky. This appears a fairly obvious statement. If
In each case we conducted a swift DODAR you’ve flown from an area of known good
analysis, weighing all the factors up, and weather into poorer conditions then reversing
executed our escape plan successfully - who’s course should solve the problem, surely? In reality
it’s not quite as simple as that. For a start, given is not tarmac and is very bumpy; not somewhere
the entire context we have is a 10-second or so I would elect to place a fragile helicopter even
clip of the Dauphin moving in one direction, if there were space. Therefore, the chances of
how do we know that they were not already conducting a mis-landing damaging the aircraft,
executing their escape plan? They may have or worse, increasing the risk to the crew from
already reached a point where they’d stopped, the potential of ground resonance or dynamic
had a think and turned around. Without the rollover, probably made landing-on a last resort in
entire context of the sortie, we cannot be sure the event of a further emergency or fuel shortage.
what the crew were doing.
Secondly, those of us that have spent plenty
of time in the hills in bad weather know that the They Should Have Completed an IFR Abort
“back door” can shut very quickly - preventing Having completed a planned IFR abort from
the crew from turning around. Perhaps the best the hover in a valley, I can tell you that it is a
visible conditions were in front of the aircraft, so very unnerving experience knowing that you
the crew flew towards the better weather? are in cloud amongst several big hills well
Moreover, terrain and an unfavourable wind below safety altitude - especially in an aircraft
may combine to make the crew reluctant to turn without an INS, moving map display, digital
downwind at low airspeed, especially if heavy, autopilot or radar. For a start, you have to fly it
as it could place the aircraft in an even worse accurately; I’m not sure of the Stab/AP system
position. Reducing speed to the hover taxy also on this N3, but the manoeuvre requires a large
increases fuel burn considerably - perhaps the power application at zero airspeed, followed
crew were below the fuel required to reverse by an accelerative attitude and then climb. In
route and recover to an airfield? a steep sided valley there can be little margin
Finally, as stated before, we don’t know the for error, and the chances of disorientation
mission that the aircraft was on. Most likely are high. Even a few seconds of disorientation
training, but there might well have been an might be enough to enter an Unusual Position
operational imperative that helped the crew to or to lose focus, drift off heading and come
decide the “risk versus reward”. into close proximity with the hillsides. As I
was conducting a LL abort out of a valley in
France, despite spending a minute or so in the
They Should Have Landed On hover premeditating it with appropriate radio
Of all the criticisms of the crew, this is frequencies, Navaids and Transponder settings
perhaps the hardest to defend. The mantra, as all selected, I still felt capacity-sapped as I
I was taught, was “slow down, go down, turn concentrated on keeping straight and flying the
around, land on…”. Perhaps the crew didn’t even correct accelerative profile - at one stage the
have “land on” in their thought process due to Rad Alt light/warner went off. It sent a jolt of
mission imperative, but, assuming this wasn’t adrenaline through me - to this day I don’t know
an important mission, why didn’t they land on? whether it was a routine nuisance “unlock” or if
I would suggest that there’s two main reasons. we’d just clipped a ridge in IMC…
Firstly, quite simply, in that part of the pass there There are, of course, other factors that may
may well not be an obvious place within safe have mitigated against pulling up. The first
sloping ground or rotor tip clearance limits to might be icing; although in the UK summer,
land on and shut down. Furthermore, the AS365 Safety Altitude in that area is based upon Scafell
is, according to colleagues that have flown it, Pike, a few miles to the north west of Kirkstone,
quite a delicate machine that is designed to land with an elevation of just over 3200ft placing
on prepared, level, surfaces - eg Helipads, HLS’ the sensible sector safety altitude at 5200ft in
runways and roads. Even the car park at the Pub accordance with MAA RA2307 which states “If the
on that road I know, from personal experience, flight is to take place over mountainous terrain -
WELCOME TO THE BRAND NEW HELIOPS FORUM

The best thing about this industry, both civil and military is the ability to network with
others from around the world. Come. Visit. Join. Have a say, and feel free to invite all
your fellow helicopter industry professionals to take part too. Our goal is to grow the
forum into the No1 networking site for the global helicopter community – be part of it.
defined as terrain of 3000 ft AMSL or higher - the reached on the same inaccurate weather forecast
increment will be increased to a minimum of that might have placed the crew in the bad
2000 ft.” Assuming an ISA temperature of 12.5C position in the hills in the first place. Quite often
at the 1500ft level of the pass, in Standard ISA in the rotary world, flying planned IFR is difficult
conditions, the OAT at 5500ft will be in the order due to arrival/diversion fuel requirements, careful
of +4.5C. Any further climb could put the aircraft consideration needs to be made before electing
into potential icing conditions. Admittedly, at to transfer VFR to IFR “on the hoof”.
this time of year, one should assume the Zero
Degree Isotherm should be higher still, but the
actual conditions might be different, and the Conclusion
lapse rate higher.
Fuel and diversion airfields are another big The advent of plentiful mobile technology
factor in the decision to pull up. Depending on brings more chance of the “things we do” turning
its routing, the Dauphin may well not have had from a conversation in the pub to a You Tube viral
the spare IFR Diversion fuel to climb to Safety video - often without full context, and inevitably
Altitude, divert to the nearest airfield with a commentated on by non-experts. The abundance
suitable instrument approach (Carlisle, with an of social media platforms make criticisms of
NDB/DME some 35 miles to the north) with 15 individuals, crews and organisations, often from
minutes holding fuel, approach fuel and enough behind an avatar or pseudonym, much easier
to land before minimum landing fuel is reached. than facing them for real in the crew room or
Additionally, it might be necessary to hold bar. As aviation professionals we should be using
diversion fuel to the nearest alternate (if the these new tools to connect, share experiences
weather at Carlisle was below the NDB MDH of and offer advice like never before. There are few
400ft QFE) and, given the location and terrain, it’s “new mistakes”; often old mistakes are looking
highly unlikely that the crew would have been for new “owners”. Let’s try to empower the new,
able to talk to an ATC unit to assess the actual relaunched, HeliOps forum as a place where
weather at Carlisle (or, indeed, got a good enough we can comment with purpose, advise without
3G signal to check weather via an App...) so ridicule and unlock the power of the internet to
pulling up would have contained its own element be that “virtual crew-room” we know it has the
of risk, and, ironically, could be a decision potential to be. n
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2018 I ISSUE 18

Defence. We make it fly.

NORTH AMERICAN EDITOR

KIA KAHA MEDIA GROUP

46 HOW LONG HAS THE

58 DEALING WITH BROWNOUT

RN Sea Kings in final

T129 Contract for Pakistan Army

Kenya orders MD 530F

USAF selects MH-139

NH90 for Qatar

100,000 flight hours for H225M

Rostec modernizes Night Hunter

Leonardo and PGZ sign LoI on AW249

Japan Coast Guard signs HCare for H225

UK MFTS Fully Operational

STORY BY ALEX MLADENOV

Between 2014 and 2017 Russian Helicopters

The Mi-17V-5-1s assault transport

The VK-2500, seen here besides a newly-built Mi-35M attack

Currently only a small proportion of the Mi-171s and

The TV3-117M is the first production-

Derived from fixed-wing aero-engines

PD-12V in development to power the Mi-26T2V

Since mid-2014, the deliveries of VK-2500 and TV3-

family. The current sub-versions in production, all Last of the family

IAR Technical Services – Maintenance, Repair & Overhaul

TV3-117VMA engines seen ready for installation on a Ka-32 helicopter.

The Spanish Army Aviation is continuing the

In the final part to his article on the future of the

Unmanned Air Vehicles –

long endurance surveillance and exploitation moment a number of Sense to Avoid

Presenting Heliops Frontline Downloads

In this review, Paul Kennard

There are two main techniques employed for dust

more tactically sound than the high-hover, which we will discuss

lead to undercarriage legs being sheared off. The desire to carry

The zero/zero technique, in particular, requires extensive

restricted to controlling various external views and monitoring

While we await the arrival of a certified DVE System, there

laser frequency, while Milli-Metric wave Radar (MMR) has proven

The most hackneyed phrase in the UK Tactics Instructor

The key, therefore, is for the crew and organisation chain of

STORY BY PAUL KENNARD

WELCOME TO THE BRAND NEW HELIOPS FORUM

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