Hof 6

2015 I ISSUE 6
THINK BUSINESS
When it comes to gaining a competitive edge in commerce, you simply

need the best. With our helicopters, you will fly faster and more safely,
while enjoying greater comfort and reliability.
Invest in an EC130 T2.
26 A PIRATE IN A LIGHT GREY DRESS
Since the early 70s, French Army Aviation
has been a well-known user of the Puma
Pirate; a Puma fitted with a side firing 20mm
gun. Frédéric Lert tells the story of the less
known fact that the French air force is also an
extensive user of this formidable weapon.
44 EVOLUTION FOR THE RAN

With the potential to totally change
the Royal Australian Navy’s warfare
capability, the MH-60R Seahawk
is the next step in the evolutionary
ladder of helicopters in the Fleet Air
Arm. It is also very much a true ‘off
the shelf’ purchase bringing with it
advantages and challenges. Mark
Ogden explores the MH-60R and its
place within the RAN.
66 WHEN THE CAÏMAN GOES TO WAR...

Since November 2014, two ALAT NH90
‘Caïman’ have been deeply involved in
Operation ‘Barkhane’ in the north of the West
African country of Mali. Frédéric Lert reports
on their performance in fighting an elusive
enemy in a incredibly hostile terrain.
86 THE ROTOR BLADE

The things you maybe didn’t want to
know, probably should know, and might
actually find interesting!!
ISSUE 6 I 2 015
4 HELIOPS FRONTLINE
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
PROOFREADER
Barbara McIntosh
GRAPHIC DESIGN
Dot Design
Kia Kaha Media Group

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HELIOPS FRONTLINE 5
Alliances
& Systems
T
he world seems to be entering a dangerous phase in
international relations. Whether it’s the issues in the Middle
East, Ukraine or the South China Sea, problems abound,
especially for the USA. The US has been the sole superpower
for several decades now but economics and a fundamental
shift in its own perception of its role in world politics is putting
significant pressure on its military to define itself and its role in world affairs. Not
only are we seeing what are essentially local conflicts escalate such as in Yemen,
Syria and Iraq, the superpowers of the past and future are beginning to flex their
muscles – Russia in Ukraine and China over the Spratly Islands. How these will
be resolved is anyone’s guess at the moment because
very different dynamics are driving each conflict or potential conflict. Whether
restart of the Cold War becomes a Hot War is well beyond my knowledge or
capabilities but I think what complicates such a question these days is the
intertwining of economic relationships.
Having formed alliances and made promises, the US may find itself defending,
supporting or working with different allies on several fronts at the same time. As
much as it may like to pull back from being the world’s policeman, circumstance
and politics may not let it do so very easily. The types of conflict are becoming
more complicated; small and large that occurs anywhere at anytime. The
availability of advanced weapons and technology means that conflicts can easily
escalate with evermore devastating consequences.
So what has this to do with military helicopters? Well, there are many
countries that specify their helicopter requirements or capabilities with a very
local focus; addressing immediate needs or attempting to wring out as much
local industry participation as possible to create jobs and enjoy some technology
transfer. Others purchased based on what they could afford or what best
addressed the local small-scale conflict.
The problem is that there is a proliferation of small unique helicopter fleets;
many using the same airframe (e.g. the Seahawk or NH-90) yet while having
similar missions, are being equipped with very different systems. While there
may be short-term gains, the march of technology means that unless there is
a significant investment in upgrade programs, these small fleets can become
obsolete very quickly even though the airframes have a lot of life in them.
Additionally, many countries should think about with whom they are likely to
be allied in the upcoming few years and decades as the world political balance
becomes even less stable than it is now. Will they be allied with the US? Or with
China? Russia? NATO? Conversely, the big powers need to think about who
they are aligned with and just how much of the systems they are selling they are
prepared to open up and to which partners.
As far as interoperability goes with helicopters, it is probably less about the
airframe and more about the onboard systems. Technology has advanced to
a point where the sharing of information is almost instantaneous provided the
systems are compatible. There can be many systems in the field (ships, aircraft,
drones, the person) that need to be ‘linked’. Weapons are so sophisticated that
often it will come down to which side can place weapon the most accurately and
6 HELIOPS FRONTLINE
FROM THE EDITOR
earliest. As much as who has the best trained soldier, the best weapon and the
best tactics, the successful integration and transmission of information both into
and out of the field will likely provide the winning edge – as it has always done.
‘Off-the-shelf’ (OTS) becomes an important option or possibly even a
necessity, depending on how deep the integration with the system-parent military
needs to be. (By OTS, I mean the purchase of an already operating system. Being
part of a development program is not OTS.)
While OTS may address some integration considerations, it may also be
a good way of tying into an upgrade program that gives the system some
longevity. It can also be economic in that purchasing something that’s part of a
larger program should lower the unit and support costs.
A good example of a country where true OTS is gaining some traction is
Australia. OTS was strong during the Vietnam War but became a less used option
in the 80s and 90s with several purchases that were Australia-unique. Many of
these systems suffered because of their uniqueness especially as technology
marched on into the digital age. Successful purchases of equipment such as the
C-17, F-18F and more recently the MH-60R is giving OTS some credibility. OTS
takes discipline (to avoid tweaking the design and introducing ‘uniqueness’) and
ingenuity (e.g. making dissimilar maintenance systems compatible) but done
right, it can represent the most cost-effective way to purchase military equipment
and have the capability quickly brought into service. This does not mean OTS
is free of problems or issues but at least, if for example Australia has a problem
with US equipment, there’s a good chance the US is also and they are on the
road to fixing it.
In our story on Australia’s MH-60R (appears in two parts, in this and the next
issue), the OTS experience is discussed and a valid point is raised about how the
customer should try to avoid being passive with an OTS purchase. If integration
is an important aspect to the OTS, then the customer needs to be an active
participant in the ongoing system development and utilization otherwise the
customer can be handed changes it doesn’t want or the aircraft become another
unique fleet over time.
If the world’s political scene continues to deteriorate, it will no doubt be
interesting to see how military relationships develop and how the consequences
of those relationships affect future military equipment purchases.
HELIOPS FRONTLINE 7
INDUSTRY NEWS
FIRST TIME MV-22 REFUELS FROM KC-10

Five MV-22 Ospreys have flown over 2,200 nautical miles to participate in
exercise Cobra Gold 2015 travelling from Clark Air Base, the Philippines FIRST OPERATIONAL
to Utapao Royal Thai Navy Airfield, Kingdom of Thailand. Midflight they DEPLOYMENT FOR PUMA 2
rendezvoused with a KC-10 which delivered 40,000 pounds of fuel.
The first RAF Puma Mk2s have arrived
in Afghanistan to begin their first
operational deployment for the newly
upgraded Puma fleet. The aircraft,
known as Puma 2 are providing
support to British and coalition troops
who remain in Afghanistan in non-
combat roles assisting the Afghan
National Defence and Security Forces.
CH-47F ENGINEER
EARNS HIS WINGS
RCAF Corporal Reid Bellamy
achieved a significant milestone
for 450 Tactical Helicopter
Squadron when he was awarded
his wings as the first Canadian
trained CH-47F flight engineer.
NH90 GOES OPERATIONAL IN BELGIUM

Belgium has now completed the training of its aircrews and declared
the operational capability of its four NH90MTHs allowing it to deploy
the NH90 anytime, anywhere.
8 HELIOPS FRONTLINE
INDUSTRY NEWS
ASSEMBLY STARTS ON V-280 FUSELAGE

Bell Helicopter and Spirit AeroSystems have started major assembly on the V-280 Valor fuselage with delivery to
the Bell Helicopter facility in Amarillo, Texas, expected by the end of 2015, the first flight of the V-280 Technology
Demonstrator is scheduled for 2017.
S-97 ACHIEVES FIRST FLIGHT

Sikorsky has successfully flown the S-97
RAIDER rigid coaxial rotor prototype at
Sikorsky’s Development Flight Center,
where the two-prototype test program
is based, with the test flight lasting
approximately one hour.
HELIOPS FRONTLINE 9
INDUSTRY NEWS
FIRST FLIGHT WITH ELECTRONIC WARFARE POD

A UH-1Y from Air Test and Evaluation Squadron 21 has completed the first test flight with a developmental electronic
warfare pod fitted.
MH-60RS DEPART FOR AUSTRALIA

Two MH-60R Seahawks have been delivered to the Royal Australian Navy and marks the halfway point of a $3.2
billion contract is for 24 Seahawk Romeo’s with eleven aircraft accepted into service to date. 725 Squadron has been
a re-commissioned and is in the process of establishing MH-60R operations at NAS Nowra, New South Wales.
10 HELIOPS FRONTLINE
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HELIOPS FRONTLINE 11
INDUSTRY NEWS
JSDF DELIVERIES COMPLETE

Enstrom have delivered the final four Enstrom 480Bs to the Japanese Ground Self Defense Force who will operate them
for ab-initio training of all future JGSDF pilots.
AUSTRALIAN NAVY TESTS

CAMCOPTER S-100
SEASPRITES HANDED OVER TO NZDF
Schiebel´s CAMCOPTER S-100 Unmanned Air System
The New Zealand Defense Force has officially accepted has demonstrated its capability to the Royal Australian
ownership of the Seasprite SH-2G(I) from Kaman, three Navy encompassing multiple scenarios, performed
are based at Auckland replacing the SH-2G with the during both day and night.
remaining five delivered by September 2015.
INDUSTRY NEWS
UNMANNED K-MAX
FIRST CASEV
ROYAL THAI ARMY COMPLETES UH-72A TRAINING Kaman and Neya Systems have flown
Six pilots and 10 maintenance technicians from the Royal Thai Army the first unmanned air and ground
have successfully completed training on the UH-72A Lakota following casualty evacuation using the K-MAX
several weeks of comprehensive classroom, simulator instruction and unmanned aerial system, the injured
flight training. A second group of Thai pilots is now on site undergoing person was strapped into a seat on the
flight training in the Lakota. side of the unmanned K-MAX, which
then flew that individual to safety.
GEORGIA UNVEILS UNMANNED ATTACK HELICOPTER

Delta a scientific technical center based in Tbilisi, Georgia has displayed a new unmanned attack and
reconnaissance helicopter based on Rotorway Exec 162F home build. The aircraft is being marketed as a Multi-
function unmanned helicopter for military as well as for civil purposes and is shown with two M-134 mini-guns,
two unguided rockets pods and an optical-electronic monitoring system located in the nose.
INDUSTRY NEWS
CH-148 CYCLONES TO CANADA

Six CH-148 Cyclone helicopters have been delivered to Canada and are the first of 28 Cyclones that Sikorsky will deliver
to the Canadian Armed Forces to replace the Sea King fleet.
CV-22 SQUADRON TO JAPAN

A special operations squadron of CV-22 Osprey aircraft
are to be based at Yokota Air Base, Japan. The first three
ROCKWELL COLLINS SUPPORT CH-147
aircraft will arrive in 2017 and an additional seven aircraft The Boeing Company has awarded Rockwell Collins a
are scheduled to arrive by 2021. The deployment is aimed fixed-price service contract through to 2018 to provide
at providing increased capability for US Special Ops avionics service and support for the Royal Canadian
forces to respond quickly to crises and contingencies Air Force’s fleet of 15 CH-147F helicopters.
across the Asia-Pacific region.
INDUSTRY NEWS
OSPREYS LANDS ON KOREAN ASSAULT SHIP

A USMC MV-22B Osprey has made its first ever landing on the
flight deck of a Republic of Korea Navy amphibious assault ship
off the coast of the Korea. The Osprey, from Marine Medium
Tiltrotor Squadron 262, departed from the USS Bonhomme
Richard and landed on the ROK ship Dokdo.
KOREA ORDERS STINGER

MISSILES FOR APACHES
Raytheon has signed a $35 million contract
to deliver Stinger missiles to the Republic
of Korea Army in support of their recent
procurement of AH-64 Apaches.
TOW 2A RF MISSILES FIRED FROM

AH-1W
USN BUYS MH-53ES FROM JAPAN
Raytheon has fired a TOW 2A radio frequency
missile from an AH-1W Cobra. The TOW 2A The US Navy has signed a deal with Japan for two
RF missile is designed to be compatible with decommissioned MH-53Es and other spare parts to help
all TOW launch systems and is routinely fired service its fleet of H-53 aircraft. The deal is valued at $67,000,
from ground platforms but has not been fired but marks the first time that Naval Air Systems Command, has
from an airborne platform before. bought components for its aircraft from Japan.
HAL CHETAKS FOR SURINAM AF

The Suriname Air Force has taken delivery of three
Hindustan Aeronautics Limited Chetak helicopters,
a license version of the Alouette III, Suriname
AF currently has eight Indian trained pilots and
maintenance will be carried out by Indian ground
support personnel.
INDUSTRY NEWS
THIRD CH-53K FUSELAGE TO SIKORSKY

Spirit AeroSystems has delivered the third fuselage section for the CH-53K to Sikorsky consisting of an integrated
cockpit and cabin structure with a separately attached tail section.
frontline
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INDUSTRY NEWS
$713M CH-47F CONTRACT

TO BOEING
The US Army has awarded Boeing a
FRENCH NAVY SIGNS OFF MU90 TORPEDO ON $713,896,061 modification contract
to remanufacture 26 CH-47Fs, build
NH90 CAIMAN four new CH-47s, and the option of
The NH90 Caiman has become a combat helicopter in its own right following building two more aircraft.
the signing off the operational use of the MU90 air to surface missile by the
French Navy.
BELARUS ORDERS
FINAL TOUR FOR HUEYS MI-17MTV-5
The Royal New Zealand Air Force’s fleet of Iroquois helicopters has The Belarusian Defence Ministry
provided almost 50 years of service to New Zealand and is scheduled to has signed a contract for 12 Russian-
cease flying operations. Aead of this withdrawal from service; No.3 Squadron made Mi-8MTV-5 military transport
has flown around New Zealand for its final tour, before the Iroquois is helicopters with deliveries over
replaced by the NH90. 2016-2017.
INDUSTRY NEWS
UPGRADED AS532 FOR FRENCH ARMY

Two upgraded AS532 Cougars have been delivered as part of a modernization program by the French General
Directorate for Armament, the 26 Cougar aircraft that are operated by the French Army Aviation. The upgrade includes
a new avionics suite and an auto-pilot similar to that of the H225M (formerly the EC725).
UK SIGN MERLIN SUPPORT CONTRACT

The UK Ministry of Defense has signed a contract, valued at approximately $870 million (£580 million), to provide a
further five years of Integrated Operational Support for the UKs Merlin fleet. The contract will provide a guaranteed
level of aircraft serviceability and availability for 30 Royal Navy’s Mk.2s and 25 Merlin Mk.3 & 3As until 2020.
UAE TAKES DELIVERY OF

AW139S
The Joint Aviation Command of the
United Arab Emirates have taken
delivery of three AW139s for search and
rescue missions in UAE with a further
three additional helicopters expected to
be delivered by the end of 2015.
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H145M RECEIVES EASA CERTIFICATION

The H145M has been certified by the European Aviation Safety Agency clearing the way for the military type approval.
Initial deliveries are to German Air Force who have ordered 15 and then followed followed by deliveries to the Royal
Thai Navy in 2016.
CUSTOM DESIGNED UH-72 STANDS AUSTRALIAN NAVY BEGINS MH-60R

TRAINING
All Metal has enhanced its existing maintenance stands
The Royal Australian Navy has accepted into service the
for The National Guard to better accommodate the
first of two MH-60R Seahawk Tactical Operational Flight
UH-72 aircraft. The stands were lengthened and the
Trainers, based at HMAS Albatross. This marks the first
decks were contoured to the aircraft to allow multiple
time the CAE built MH-60R simulator has been formally
mechanics to work in separate areas utilizing the same
certified to Level D.
maintenance stand.
INDUSTRY NEWS
MEXICAN AIR FORCE

ORDERS 15 BELL 407GXS
The Mexican Air Force has placed
an order for 15 Bell 407GX with
deliveries to begin in 2015. The
407GXs will be operated by the
111th Air Squadron based at the
Military Airbase in Zapopan, Jalisco
and will be configured for a variety
of parapublic missions.
FIRST MCH-101 DELIVERED TO THE JAPANESE

Kawasaki Heavy Industries have delivered the first Airborne Mine Counter Measures equipped MCH-101 helicopter
to the Japan Maritime Self Defense Force. The KHI MCH-101, a license built version of the AgustaWestland AW101
helicopter, is equipped with the Northrop Grumman AN/AQS-24A airborne mine hunting system and the Northrop
Grumman AN/AES-1 Airborne Laser Mine Detection System.
FIRST REPAIRED KA-31S TO INDIA

Russian Helicopters has delivered the first two
repaired Ka-31s to the Indian Navy, as part of a
2004 contract for nine Ka-31s delivered to India.
COMPLETION ON MOROCCAN CH-47DS

Columbia Helicopters has completed the
FIRST SIX MD530FFOR AFGHAN AF
refurbishment work on three Chinooks for
the Royal Moroccan Air Force following their The first six armed MD 530F Cayuse Warrior Scout
acquisition from the US Army. The $6 million Attack Helicopters have been delivered to the Afghan Air
contract called for the inspection of every part of Force in Kabul, Afghanistan. An additional six MD530Fs
the helicopters, repairing, overhauling or replacing will follow and under the current contract, the Afghan Air
any parts or components as needed. Force fleet receive a further 17 aircraft by 2016.
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INDUSTRY NEWS
ROYAL THAI NAVY S-76B

REFURBISHMENT
Vector Aerospace has been
awarded a contract by the
Royal Thai Navy for the airframe
NEPALESE GOVERNMENT REFUSE UK CHINOOKS refurbishment of one of their
Three RAF Chinooks sent to assist in the earthquake relief effort in Nepal S-76B including a complete
have returned home to the UK after they were barred from entering the re-wire, airframe repairs,
country. The Nepalese Government was worried the down-draft from aircraft maintenance and full paint. The
would dislodge the roofs of the fragile houses remaining or cause them to Royal Thai Navy’s fleet of six
collapse when taking off or landing. The RAF Chinooks had flown in support S-76Bs was purchased in 1996
of the 2006 Pakistan earthquake and despite reassurances the crews were and is primarily used for SAR and
very experienced the Nepalese government refused the offer of help. mission transport.
RAF SEA KING MAKES 10,000TH RESCUE

An RAF Sea King, from C Flight, 22 Squadron based at RAF Valley on the north coast of Wales, reached a major
milestone with their 10,000th rescue mission. The night rescue was to a woman with an ankle injury in the Ogwen
Valley of Snowdonia who was winched aboard and flown to hospital. C flight is one of the RAF units being replaced
by an S92 of Bristow Helicopters in July 2015 when the military SAR will switched to a civilian service and move to
Caernarfon airport.
INDUSTRY NEWS
AUSTRALIA COMMISSIONS FIRST C-47F

The Australian Army has inducted the first two CH-47F Chinooks into service operated by the 5th Aviation Regiment
from the RAAF Base Townsville, Boeing is set to deliver the remaining five Chinooks by the end of 2015 as part of a
$470m contract.
82ND CAB AIRCRAFT RETURN

The 82nd Combat Aviation Brigade has now redeployed its aircraft from Afghanistan by sea via Rota, Spain to
Charleston. The AH-64s and UH-60s were then flown back to Fort Bragg, North Carolina following the unpacking
and final inspection by the crews.
INDUSTRY NEWS
UK INVESTS IN NEW HELICOPTER SIMULATOR

The UK Ministry of Defense has awarded a $43.5 million contract to NETHERLANDS REQUESTS
AgustaWestland to provide Merlin Mk 4/4a aircrew Synthetic Training 17 CH-47FS
Devices. The simulators will provide a realistic representation of the
The Netherland Government has
operating environments the crews will fly in, and will enable them to practice
placed an order for 17 CH-47F
maneuvers and procedures safely and repeatedly to enhance their learning.
Chinooks with customer unique
post-modifications plus associated
equipment, parts, training and
ROYAL THAI ARMY ACQUIRES EC145 T2 logistical support with an estimated
The Royal Thai Army has signed for six EC145 T2s with a VIP value of $1.05 billion. The CH-47F
installation to be deployed principally for official passenger transport aircraft will supplement and eventually
duties, with deliveries scheduled to begin in 2016. replace the Royal Netherlands Air
Force’s current fleet of Chinooks.
JOINT WARRIOR LIVE FIRING

The RAF Lakenheath based 56th Rescue Squadron has completed a two-week, multinational exercise known as Joint
Warrior in the UK, flying the HH-60G Pave Hawk. Designed to enhance their CSAR capability for downed aircrew plus
operating the Pave Hawk’s .50 caliber machine gun on the extensive firing range. During the multinational training,
military personnel from 14 countries practiced threat-reaction scenarios and flew day and night missions.
Since the early 70s, French Army
Aviation has been a well-known
user of the Puma Pirate; a Puma
fitted with a side firing 20mm gun.
Frédéric Lert tells the story of the
less known fact that the French air
force is also an extensive user of
this formidable weapon.
STORY & PHOTOS BY FREDERIC LERT
T
his is a well-known operation. In “It is undeniable that operations Barkhane
November 2004, during the anti French in Sahel and Sangaris in Central African Republic
riots in Abidjan, a BATALAT (Helicopter in Africa offer a new life to the Pirate,” says an
Battalion) Puma Pirate from the Alat (French light officer from the Pyrénées. “Of the five canons
army aviation) blocked the passage of a several we possess, three are deployed on operations in
thousand rioters. The helicopter orbited above the Sahel. This is also the first time that we have
the bridge that links the Ivorian capital from the sent this armament in opex (opération extérieures
international airport and the French army camp – overseas operations). “ In 2013, during the
in Port-Bouët. Should the rioters have crossed Serval operation which preceded operation
the bridge, the French base would have been Barkhane in Mali, the French air force deployed
subjected to immense pressure. Throughout the two Pumas in Bamako for CSAR missions. These
night, with a few short pit stops to refuel and load helicopters were not armed. The following year,
ammunition, the Puma orbited shooting from time two additional Pumas were sent to N’Djamena,
to time short bursts from its 20mm gun to deter but this time with the ‘Pirate’ capacity. Since then,
the boldest rioters from moving forward. The shots the Puma Pirate has been flying around in the
had to be extremely precise because they were region at the direction of the local commander.
not aimed at killing anyone. In the morning, the They went north to the French Special Forces
rioters gave up and went to bed. based in Madama (northern Tchad, near the Libyan
border) and south to support operation Sangaris
A NEW SIGNIFICANCE in Bangui. There is also a strong possibility that
Mounting the GIAT M621 20mm on the Puma, France could look west, towards Nigeria, where
and giving birth to the so called “Puma Pirate,” the central government is fighting against the
is often associated with the Alat but what is Islamist rebellion.
less known that the armée de l’Air also flies the
powerful weapon on its Escadron d’Hélicoptères THE PIRATE RETURNS
(EH) 1/67 Pyrénées. Since the withdrawal of the The return of the Puma Pirate to the battlefront
Alat last SA341 Gazelle ‘Canon’, which were also led the EH 1/67 Pyrénées to quickly restart a
fitted with the same M621 20mm gun, the armée large-scale crew training scheme and refresher
de l’Air remains the largest user of the big gun in courses for this type of mission. Since 2014, the
France. The M621 can be found also on Fennecs Pyrenées live firing campaigns have more than
flying with the EH 3/67 Parisis and 5/67 Alpilles. doubled, now passing eight per year. Before each
One can find armed Pumas in New Caledonia with deployment to Africa, pilots and flight engineers
the Escadron de Transport ET52 and in French fly to the nearby Captieux bombing range to train
Guyana with the ET 68. But in recent months, the with the weapon.
African wars gave the Air Force’s Puma ‘Pirate’ a Aboard the Puma Pirate, the use of the gun is
new significance. the responsibility of the flight engineer, assisted
Mounting the GIAT M621 20mm on the Puma, and

giving birth to the so called Puma Pirate, is often
associated with the Alat but what is less known that
the armée de l’Air also flies the powerful weapon on
its Escadron d’Hélicoptères (EH) 1/67 Pyrénées.
by a loader. To date, nearly 80% of the unit’s flight their role being to deal with any fire incident and
engineers are qualified on the weapon. help the gunner change ammunition boxes. Two
The gunner qualification begins with theory people are needed to handle the weapon and the
The cabin is extremely
training (operation of the weapon, assembly ammunition boxes (80kg with 250 rounds each!).
spacious with two cabin and disassembly) provided by squadron flight The weapon itself is imposing, standing on a base
doors allowing the
engineers and armorers. The practical phase is plate fixed in the cargo bay. Although the actual
crew to better manage
personnel and cargo. done inflight and requires the firing of a minimum weapon has not changed since its commissioning
of 600 rounds during the day and 200 at night. in the early ‘70s, the former SFOM aim sight has
Maintaining the qualification then requires a been recently replaced by a holographic DCL120
minimum training every six months. “For these compatible with the use of NVGs. The DCL120
qualification renewals, we try to provide at least also offers a wide field, which allows the gunner
400 rounds per shooter,” says an officer. Loaders to shoot with both eyes open, offering the gunner
are also trained to assist the shooter in flight; the opportunity to keep an overview of the
environment. Adding a LD15 laser pointer and work as a team within the helicopter and
also allows precise target designation. The also with the FAC (Forward Air Controller) on the
DLC120 sight was qualified in the last hours of ground ». Within the Pyrénées, an ETO (Escadron
2014 and immediately sent to Chad to equip the de Transformation Opérationnelle) delivers CAS
Pumas on site. (Close Air Support) and CCA (Close Combat
Attack) qualifications to the crew.
MANAGING THE WEAPON “The CAS is usually done with an aircraft firing
Last April, a one-week course led to the straight ahead, which is a relatively simple.” “With
qualifications of six flight engineers and two the Puma Pirate, the firing is done perpendicular to
loaders, prior to their deployment to Chad. A total the flight axis, which brings an additional challenge
of 3800 shells were fired day and night, with the for the FAC who guides the helicopter from the
emphasis being placed on tactical training. ground.”
“With the Puma Pirate, the difficulty is not Coordination is also required between the
to shoot with the weapon, but to master all the aircraft commander who runs the show, talks
facets of fire support,” says a gunner. “You need to the FAC and the ground troops, the pilot at
to have a positive identification (PID) of the target, the controls and the gunner in the cargo bay. A
understand and follow the rules of engagement key point is the need for a good understanding
THE .50 FINALLY REACHES
THE FRENCH AIR FORCE HELICOPTERS!
The M3M .50 machinegun is another long awaited weapon for the armée de
l’Air Caracals. Like the SH20, the M3M will be installed in the cargo bay with the
possibility to retract it entirely and close the door for speed and discretion. The
M3M will be available on either side of the helicopter (the SH20 gun is only on
the right side) or both sides at the same time. As opposed to the SH20, the use
of M3Ms will also leave free the hatch in the cargo floor (the so-called funnel) for
rope operations. On the other hand, the Pyrénées is also thinking about fitting
the M3M on the windows, where the Mag 58 machinegun are now installed. A
new support is being developed. Entry into service with the EH 1/67 Pyrénées is
not expected before mid 2017. Another excessive wait for a well known weapon
which is already used in France with the ALAT 4ème RHFS special force
helicopter regiment on its Cougar!
between all the crewmembers including a target). As mentioned before, the electro-optical
thorough and exhaustive description of the target, gimbal will facilitate the identification of the target
to avoid any potential source of error. The aircraft and the rangefinder will offer a precise distance.
commander is always the one who gives consent The SH20 project experienced a boost after an
to the opening of fire. ambush killed nine French soldiers in Afghanistan
With the H225M Caracal (see box) that work in 2008. The lack of air support was pointed out
will be greatly facilitated by the use of a Sagem and, “everyone was suddenly interested in the
Euroflir 350 electro optical gimbal. The gunner Caracal,” recalls a pilot. “We were then promised
will designate the target with the laser designator, the SH20 for the following year.” Seven years later,
the beam of which is seen through the optics, the Pyrénées is still waiting for the SH20 which is
which also provides a precise distance to the now said to be, “on short final.” This delay can be
target. The captain then gives permission to fire. partially explained with the strong commitment
At that command, the flight engineer energizes the of the helicopter fleet and its crews to overseas
weapon and gives control to the gunner to shoot. deployments. End of the testing is now planned
for December 2015, with an initial operational
CARACAL capability expected for February 2016.
The Caracal will benefit from the SH20 weapon The SH20 uses the same sight and laser
system. With the SH20, the weapon is the same as pointer (although the EZ-LID model is also
on the Puma, but the base plate is revised and the contemplated) as the Puma Pirate. Up to 15
arm supporting the gun itself has become mobile systems should be purchased, with only three or
so that the gun can be fully retracted in the cargo four going to the Air Force and the rest to army
compartment. With the cargo door closed, the aviation (which will equip its own Caracal and
Caracal can reach its maximum speed and hide upgraded Cougar fleet). However these figures are
the SH20 from observers (to obtain the same level by no mean definitive. Only one Caracal has been
of discretion with the Puma, the cannon’s barrel modified to carry the SH20 so far, but the entire
has to be removed. And the helicopter needs to fleet (14 aircraft for France) will be adapted at the
land to have it back in place before engaging any end of the day. v
With the potential to
totally change the Royal
Australian Navy’s warfare
capability, the MH-60R
Seahawk is the next step
in the evolutionary ladder
of helicopters in the
Fleet Air Arm. It is also
very much a true ‘off the
shelf’ purchase bringing
with it advantages and
challenges. Mark Ogden
explores the MH-60R and
its place within the RAN.
PHOTOS BY MARK OGDEN
LINKAGE AND LINEAGE the United States. NUSQN 725 (NUSQN - New
Squadron, a designation provided to a unit before
I
n Part 1 of this story, the MH-60R and it actually commissions) was established at Naval
Australia’s decision to purchase are examined. Air Station Jacksonville in Florida. It was here that
A more in-depth study of 725 and its the United States Navy (USN) Squadron, HSM 40
challenges and successes with the MH-60R are fostered in the development of the Australian air
explored in Part 2. and maintenance crews’ operational capability
From the days of the Wessex 31B, Sea King within just ten months of delivery of the RAN’s first
Mk50 through to the S-70B-2 Seahawk, the Royal two airframes. 725 Squadron fully commissioned
Australian Navy (RAN) has invested in capable and at the naval Air Station in Nowra, New South
effective tactical helicopters. While the Wessex Wales on 11 June 2015, just four years after the
were Sea King more evolutionary, the move to the Government’s decided to purchase the aircraft.
S-70B-2 back in the late 1980’s was revolutionary.
The S-70B-2 model Seahawk was one of the first OFF-THE-SHELF
truly digital helicopters that introduced a raft of The Australian military has had a history of
new capabilities. After 25 years of sterling and having developed for it, unique weapons systems
amazingly safe operations (none of the original 16 or systems termed as developmental, or even
helicopter purchased has been lost). The S-70B-2 cutting edge such as the F-111C and S-70B-2. Yet,
(referred by the Australian naval aviators as the at other times, when the need has arisen, off the
‘Bravo’ or ‘Classic’), is due to bow out of service at shelf systems have been purchased, including for
about the same time as the ‘Adelaide’ Class FFG, example the UH-1 helicopter and Caribou aircraft
the ship that it was originally scoped to operate. during the Vietnam War. In this case, and following
The MH-60R (‘Romeo’) represents the next the lead of the Royal Australian Air Force and its
evolutionary (but extraordinary) leap in RAN purchases of the C-17 and F-18F Super Hornets,
helicopter capability. It also represents the latest the MH-60R off the shelf purchase has been
in maritime military digital technology. Although implemented without delay (an excellent exemplar
the Seahawk airframe is 30+ years old in design, for Australian Defence helicopter purchases). The
it has proved solid, reliable and dependable and time from decision to purchase (June 2011) to a
now has a new and extended lease of life through demonstrated operational capability (September
updated airframe systems and the installation of 2014) was just over three years. The first two
an advanced weapons system suite. aircraft were received by the Squadron at NAS
Where the S-70B-2 was a Seahawk airframe Jacksonville in December 2013 and by September
into which a tailor made digital package of the following year, the aircraft and crews had
avionics and mission systems was installed, the successfully tested its systems and weaponry at
MH-60R is an off-the-shelf purchase provided AUTEC (Atlantic Undersea Test and Evaluation
through a Foreign Military Sales arrangements with Center), including firing Hellfire missiles and
Although the Seahawk airframe is 30+ years old in

design, it has proved solid, reliable and dependable
and now has a new and extended lease of life through
updated airframe systems and the installation of an
advanced weapons system suite.
Mk54 torpedoes as well as its .50in and 7.62mm and versatile helicopter platform. The US Army
caliber machine guns. Eight Hellfire missiles can fielded the UH-60 Black Hawk in 1979 and the first
be mounted on two pylons that also host up US Navy variant (SH-60B) appeared in 1983. In
to four Mk54 Torpedoes. The systems are now 1988, about the same time the RAN was fielding
undergoing final Operational Test and Evaluation the S-70B-2, the US Navy was introducing the
within the RAN as 725 cranks up the training SH-60F ‘dipper’. The first MH-60S combat support
system. As well as the new hangar and office helicopter first flew in 2000. The US Air Force
spacious with two cabin facilities, two full mission Level D flight simulators received the MH-60G Pave Hawk in 1982 while
doors allowing the
are being installed at the Seahawk’s new home at the Coast Guard received the HH-60J Jayhawk
personnel and cargo. the RAN Air Station. in 1992. Various other world navies including
Thailand, Greece and Spain adopted the Seahawk
ROMEO, ROMEO, WHEREFORE ART airframe with a variety of internal configurations
THOU ROMEO? (APOLOGIES TO and systems.
SHAKESPEARE) The MH-60S variant missions include Anti-
The ‘Hawk’ airframe, designed and built by Surface Warfare, combat support,humanitarian
Sikorsky Aircraft Company is a most successful and disaster relief, Combat Search and Rescue,
aero medical evacuation, SPECWAR and organic improve on the capabilities of both. It makes
Airborne Mine Countermeasures and replaces a perfect platform for the RAN, which is also
the aging fleet of H-46D helicopters. The MH-60S looking to replace and combine the capabilities
and 60R have a common cockpit with glass active of two platforms, the S-70B-2 and the cancelled
matrix liquid crystal displays. The common cockpit Super Seasprite.
allows pilots to shift from one aircraft to another The ‘Romeo’ version started development life
with minimum training. just before 2000 under the auspices of the US
The MH-60R ‘Romeo’ is equipped with a Navy and joint work involving Lockheed Martin
fully integrated avionics and mission system (as the systems developer and integrator) and
developed by Lockheed Martin. Its systems are Sikorsky (as the airframe developer/modifier). To
cutting edge and introduce significant new and coordinate the development and to be a single
improved capabilities. point of responsibility, the Maritime Helicopter
The Romeos are replacing the U.S. Navy’s Support Company (MHSCO – a jointly owned
inventory of SH-60B (anti-surface warfare and company of Lockheed Martin and Sikorsky)
anti-submarine warfare) and SH-60F (anti- was formed. The model for having separate
submarine warfare and search and rescue) airframe and system integration companies was
helicopters and is designed to combine and similar to that followed by the SH-60B, which
We Fly frontline
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Columbia’s fully functional maintenance facility is a one-stop shop,
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was developed by IBM and Sikorsky with IBM from 2016 to 2018. Ten Romeos have also been
being the prime contractor. The original plan sold to Saudi Arabia.
to remanufacture SH-60Bs into the Romeo The Romeo is designed primarily for anti-
standard was abandoned when a new acquisition submarine warfare, anti-surface warfare, and
strategy resulted in a decision to opt for new- surveillance. It can also be used to a lesser
build airframes – the price difference between degree, for communications relay, combat search
remanufacture and new-build was minimal. and rescue, naval gunfire support and logistics
The general thrust of the Romeo development support. When configured for fighting submarines
was to build a capable and flexible Seahawk and ships, the helicopter is ‘bulked out’ for room
that would address a whole of navy tactical and weight, so to carry people the helicopter
requirement. The result is a helicopter that has has to be reconfigured (equipment removed).
tremendous warfare capabilities to search, While the gear is designed for relatively quick
hunt and destroy submarines and ships. The removal, the chances of damage and wear on
Romeo has replaced the SH-60B and the such things as connectors are increased. The
SH-60F. It is likely that apart from ongoing onus on the tactical employment of the Romeo
modifications and updates, the Romeo will likely may lead to a significant change in the way
be the last significant Seahawk variant to enter helicopters are used at sea in the RAN. The
service with the USN. S-70B-2 was relatively lightweight and had room
The US Navy anticipates the MH-60R airframe in the cabin and could carry out many of the utility
to have an estimated life of 10,000 flight hours or tasks without significant reconfiguration and as a
approximately 22 years. The S-70B-2 has served result it did many utility as well as tactical flights at
the RAN for well over 25 years with no significant sea. The Romeo on the other hand is heavy with
capability upgrade other than the installation of common mission weights at 22,420lbs (10,170kg)
self-defense systems, FLIR and crash recording for ASW missions and 21,650lbs (9,820kg) for
equipment. The Romeo can be expected to deliver ASuW missions. The maximum takeoff weight
a similar life but with a plan to stay in step with the (MTOW) of 23,500lbs (10,659 kg) which represents
USN upgrade program, the helicopter is expected a significant 1500lb (680kg) increase over the
to undergo continual improvements in the airframe S-70B-2 MTOW.
and its systems, through a proposed Seahawk Australia’s new Romeos will replace the
Capability Assurance Program (SCAP). Royal Australian Navy’s 16 Seahawk S-70B-2
In June 2011 after a competitive process helicopters for ASW and will also provide the
involving the NH-90, it was announced that air to surface strike capability originally planned
Australia would purchased 24 MH-60R Seahawks to have been provided by the cancelled Super
for delivery between 2014 and mid-2016. That Seasprite program. A 25th airframe is serving
schedule is being met. In November, 2012, as a ground training aid. This airframe was the
Denmark announced that it also was buying first of seven SH-60B’s rebuilt to the MH-60R
nine Romeos for the country’s maritime forces, “Bromeo” standard, and first flown in August
replacing their Westland Lynx and in this case, 2005 as the first flight of the MH-60R. It was
being selected over the Agusta Westland AW159 retired to the AMARC (Aircraft Maintenance and
Wildcat. Their helicopters are due to be delivered Regeneration Center) before being road-freighted
The MH-60S variant missions include Anti-Surface Warfare,

combat support, humanitarian and disaster relief, Combat
Search and Rescue, aero medical evacuation, SPECWAR
and organic Airborne Mine Countermeasures and replaces
the aging fleet of H-46D helicopters.
In development since early 2000, the first time the
MH-60R deployed was in January 2009. Designed
to operate from destroyers, cruisers and aircraft
carriers, the Romeo has a fully glass cockpit,
incorporating active matrix liquid crystal displays.
The cockpit is designed and supplied by Lockheed
Martin Systems Integration based in Owego, New
York. Some of the major subsystems supporting the
common cockpit include:
• five 8x10 inch (20.3 x 25.4 cm) full-color flight and

mission night vision-compatible displays;
• Rockwell Collins AN/ARC-210 full digital
communications suite;
• Northrop Grumman LN-100G Inertial Navigation
System/Global Positioning System (INS/GPS);
• Harris Corporation Ku-band Tactical Common
Data Link (TCDL) Hawklink System;
• integrated mission computer; and
• flight management computer.
The aircraft sensors include:
• Raytheon AN/AAS-44C(V) forward-looking
infrared (FLIR) that also supports the Hellfire
targeting capability;
• Telephonics AN/APS-153(V) multi-mode radar;
• Raytheon AN/AQS-22 Airborne Low Frequency
Sonar (ALFS);
• Lockheed Martin AN/ALQ-210 passive detection,
location and identification Electronic Support
Measures (ESM) system;
• Countermeasures including the Alliant
Techsystems AN/AAR-47 Missile Approach
Warning System; BAE Systems AN/ALQ-144
infra-red countermeasures system; and
• BAE Systems AN/ALE-39 chaff and flare decoy
dispenser. HELIOPS FRONTLINE 61
to the Fleet Readiness Centre Southeast (FRCSE) Airborne Low Frequency Sonar (ALFS) dipping
at NAS Jacksonville, Florida for conversion to an sonar system is used to detect, track, localize
instructional airframe. It was then delivered to and classify underwater contacts. ALFS is a joint
HMAS Albatross (the RAN Air Station) for use as a development between Raytheon and Thales
Ground Instructional Airframe. and is reportedly the only in-service dipping
sonar with multi-frequency operation, allowing
SEEING AND HEARING the operator to adapt the system to varying
The APS-153 radar and ESM suite provide environmental conditions. Featuring a 2500ft cable
the helicopter and ships it is working with an and deployable staves, the body operates both
unprecedented surface search and targeting actively and passively, at both a higher and lower
capability. The APS-153 is designed specifically for frequency than previous systems, and can cover
maritime helicopter anti-ship, anti-submarine, search, up to four times more area than previous units.
and surveillance roles. It is an upgrade from the APS- It can be rapidly deployed and retrieved which is
147, and provides Mark XII Indication Friend or Foe essential against fast moving nuclear-powered
(IFF) modes 1, 2, 3A and 4 unit and an Automatic submarines. As well as the body, the system
Radar Periscope Detection and Discrimination also integrates a sonobuoy system; the Romeo
(ARPDD) feature. The radar system uses Inverse has a similar pneumatically operated sonobuoy
Synthetic Aperture Radar (ISAR) imaging. ISAR is a dispensing system (25 in a load) to that previously
radar technique used to produce a two-dimensional installed on the SH-60B. The S-70B-2 used cabin
high-resolution image of a target. ISAR images help sonobuoy stowage and a floor mounted gravity
with target recognition. Whereas standard radars launch system. Carrying up to three Raytheon
display only a single moving pixel, the ISAR image Mk 54 torpedoes presently being introduced by
often allows the operator to discriminate between the RAN, the Romeo system gives the helicopter
various ships and aircraft. flexibility and capability to address nearly any
Coupled with the radar, the AN/AQS-22 undersea threat. v
Since November 2014,
two ALAT NH90
‘Caïman’ have been
deeply involved in
Operation ‘Barkhane’
in the north of
the West African
country of Mali.
Frédéric Lert reports
on their performance
in fighting an elusive
enemy in a incredibly
hostile terrain.
PHOTOS BY
FREDERIC LERT
BACKGROUND in the French operation in Africa with Pumas and
Gazelles with the equivalent of two battalions
O
n the vey first day of the Paris airshow in (more than 200 people).”
June this year, NH Industries delivered The African operation is taking place in the
the fifteenth NH90 to the French army Republic of Mali. Mali is West African, land locked
aviation (ALAT). The helicopter will join the 1st country with the Sahara Desert in its north and
Combat Helicopters Regiment (1st RHC) based in the Niger and Senegal Rivers to its south. It’s
Phalsbourg (eastern France). The 1st RHC, the first main natural resources are Gold (Africa’s largest
Alat regiment to fly the NH90 Caïman (and also the producer) and Salt.
Tiger HAD), is the showcase of the Alat and this
unit offers a good picture of the aircraft’s future. MARATHON FLIGHT
“We have had a very busy and challenging Two NH90 Caïman (and a third one will be
2014,” says Colonel Beutter, the unit’s added very soon) from the 1st RHC are now
Commanding Officer. “After we received our first deployed in Mali for Operation ‘Barkhane’. The
new generation helicopters in late 2013, we gained two helicopters arrived in Gao on November 3,
our Première Capacité Opérationnelle (Initial after a four-day ferry flight. The helicopters made
Operational Capability) with both the Caïman and ten stops and clocked a total of 32 flying hours in
the Tigre HAD during the last summer and we the transit, the ferry route going through Valence
very quickly deployed both aircraft to operations (southern France), Perpignan, Albacete (Spain),
in November 2014. At the same time we took part Malaga, Agadir (Morocco), Las Palmas (Canary
Islands), Nouadhibou (Mauritania, including an 1.3 ton of fuel each. The Transall had been flying
overwater 3.5 hours stretch between Las Palmas from Niamey (Niger) the same day. The longest
and Mauritania), Dakar (Senegal), Kayes (Mali), flight for the NH90s was from Bamako to Gao,
Bamako before finally arriving in Gao. Each some four hours, most of it being tactically flown
helicopter was fitted with three extra fuel tanks at low altitude. Mali is considered a war zone by
(450 kg each) in the cabin, bringing the total fuel the French. Entering Mali, the crews flew wearing
on board to slightly more than three tons. With their flack jacket, guns and ammunition. Despite
spacious with two cabin this amount of fuel, the NH90s were flying at their the tactical entry into Mali, the aircraft’s Mag 58
doors allowing the
max gross weight (11 tons) with four crewmembers machine guns, which are now being installed on
personnel and cargo. and freight. With an average speed of 130kt, each the NH90 for Mali operations, were not mounted
of the NH90s were able to fly five hours without on the helicopters.
refueling; more than enough to cope with the After a 24-hour rest at their new base, the
longest segments of the ferry flight. helicopters were back in the air providing the
From Dakar, the two helicopters entered crews with their first taste of the Malian theater
Mali through the border town of Kayes where an and some training flying into dusty landing areas,
Armée de l’Air C-160 Transall provided them with day and night. The helicopters and their crews
now belong to the Gao-based airmobile group spare) were selected and the preparation began.
that boasts a total force of a dozen helicopters Special attention was paid to protection against
(Gazelles, Tigers, Pumas, Cougars and now the Malian sand and dust including the aircraft
NH90 Caïman). receiving an additional sand filter on the auxiliary
power units. The windshields have also inherited
DIFFICULT TERRAIN protective films against sand and small-pebble
The Sahel region is a difficult one for projections. Certain panels were made airtight to
helicopters, mainly because of the high prevent dust ingestion. Particular attention was
temperatures and the presence of very small and also paid to the blades (main rotor and tail) which
abrasive sand. A great deal of work is devoted to always suffer from sand abrasion. A conventional
preventive maintenance, including the technical fix is to add protective stickers on the leading edge
crew using a vacuum cleaner after each flight to of the blades. But it is a tedious job and instead
remove the smallest sand particles in the most a polyurethane paint-based solution has been
sensitive areas (air inlet, dynamic components, developed for the NH90.
etc.). Sending the Caïmans into operations was Preparatory work also focused on the creation
considered as soon as they entered service in of a deployment kit. To date, this kit includes 1030
late 2013. In June 2014, three aircraft (including a spare parts, among other things, for a total value
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of €17 million. It is divided into fifteen standard out landings by day and night ,” said an officer.
containers, which were shipped in two Antonov Compared to the H225 Caracal, the NH90 offers
124s to Niamey (Niger). From there, the containers better range and speed notably through better
were taken by road (a day’s drive) to Gao a few engine efficiency in certain conditions. “The
days before the Caïmans landed in Mali. “This Cayman is well adapted to long autonomous
kit covers a four-month deployment for four flights,” explained one of the pilots. “Digital
helicopters, with an average of 30 flying hours mapping is very accurate and the computers
per month, per aircraft,” says a logistics officer. give us the instantaneous consumption depending
“The kit will evolve, based on the real needs on our altitude, speed and weight. In operation,
encountered during the operation,” he said. we always know exactly what is our playtime,
which greatly facilitates the management of the
WAR VETERAN mission.” Overall, the Caïman consumes less than
Sending the NH90 into a war zone so quickly a Puma while going faster and offering a much
after it entered service was a calculated but higher payload.
risky bet. It goes without saying that their flight
engineers monitor both Caïmans closely. SPECIAL FORCES CAYMAN
In France, regular maintenance includes a A consequence of the successful Malian
visual check every 25 flying hours. “In Mali, we deployment is that the NH90 could be adopted
open all the panels after every flight,” says a flight faster than expected by the ALAT’s 4th Special
engineer. “We want to monitor closely where the Forces Helicopter Regiment (4ème RHFS). Last
sand goes, and find out about any premature year, 4ème RHFS’s high-ranking officers were
wear particularly in the sand filters, the air inlet, saying that the Caracal was good enough for
all the dynamics parts and the main avionics them and better equipped than the NH90 for
bay.” The ALAT is not the only one to be very special forces missions. The 4ème RHFS was
cautious about the behavior of its aircraft. NH in a wait and see attitude and the question of
Industries and Airbus Helicopters are also on the introducing the Caïman was barely considered as
lookout, asking for precise and steady reports on a number 3 priority, number 1 being the Cougar’s
helicopters’ performances. Beyond the operational upgrading and number 2 the Tiger HAD entry
risk, sending the first Caïmans into operation into service. The successful deployment in Mali
represents a significant industrial challenge. however led the 4ème RHFS to change its mind.
With nearly 300 flying hours under their belt Some crewmembers of the unit (pilots, flight
in Mali, of which more than 30% is by night, the engineers and maintenance specialists) will soon
NH90 is now considered a veteran with excellent travel to the Gamstat (French army aviation test
results. The availability with the helicopter is said center) and conduct several flights representative
to be better than 80%. Tactical flying by day and of operational missions with the Gamstat’s sole
night with landings in brownout conditions are NH90. The 4ème RFSH delegation will also pay
commonplace. “When they landed in Gao, the a close attention to the helicopter’s maintenance
first thing our crew did was to qualify on brown- and logistic needs. A basic set of requirements
The Sahel region is a difficult one for helicopters, mainly

because of the high temperatures and the presence of very
small and abrasive sand. A great deal of work is devoted to
preventive maintenance, including the technical crew using
a vacuum cleaner after each flight to remove the smallest
sand particles in the most sensitive areas.
for customizing the NH90 to the Special Forces likely be reinforced with a third NH90 and a plan
needs could be written before the year’s end and exists to send a fourth in due course. Helicopters
an entry into service could be attainable in 2018, are available (15 have been delivered so far) but
several years ahead of the previous projections. the ALAT is struggling to train more crew and
In the meantime, Operation Barkhane will maintenance specialists. v
GAO, ALAT
STRONGHOLD IN MALI
After the successful completion of
operation Serval in 2013, which saw the
liberation of Mali, Opération Barkhane
was launched on August 1st, 2014, to fight
jihadism in the Sahel and Sahara regions
with a total force of 3000 soldiers. In the
eastern part of this zone, the French forces
are based in N’Djamena (Chad). In the west,
the French center of gravity is located in
Gao, a tent city being erected on the edge
of the airport. The helicopter force benefits
from large deployable shelters, which are
used for maintenance purpose and to
protect helicopters against sandstorms. In
2013, two Pumas had been destroyed on
the ground when they were hit by a severe
sandstorm with gusts powerful enough
to unchain them and roll them on their
sides. The logistical hub for the region is in
Niamey (Niger), with also a strong French
air force contingent with transport aircraft,
surveillance drones and fighter-bombers. In
Gao, the civilian terminal, damaged during
the fighting in 2013, is now the headquarters
of UN air operations in the country. Gao is
no longer served by commercial airlines.
The main runway is a 2500m long and
will undergo a major resurfacing work in
2015. As a stopgap measure, French air
force engineers built a 1800m dirt strip
parallel to it last summer. Approach control
is provided by French military controllers
coming from the Air Force and the ALAT. A
mobile air tower is erected near the runway
and a Spartiate radar is used for GCA. The
French also provide weather and firefighting
services. Due to the proximity of Niamey
(less than 500 km), a large part of the
logistics is done by trucks. On the French
side, a Casa 235 is maintained on stand-by
24hrs a day for casevac emergencies and a
Transall based in Niamey is regularly seen
shuttling between the main Malian cities and
the neighboring countries.
THE THINGS YOU
MAYBE DIDN’T WANT
TO KNOW, PROBABLY
SHOULD KNOW, AND
MIGHT ACTUALLY FIND
INTERESTING!!
The rotor blade, one of

the fundamental components
in allowing a helicopter
to fly is often not a well
understood mechanical marvel.
CHRIS SMALLHORN,
a highly qualified test pilot
addresses some of the
considerations when it comes
to designing rotor blades.
I
am not sure about you, but as long as disastrous, but such is our confidence in
I have been flying, and no matter how all we have learned and the standards
long I fly, I still find myself fascinated and to which we design our machines and train
bewildered by how it all comes together. our maintainers and aircrew.
It would seem, just as if we are asking the This article will take a brief look at
very question of creation, that the more one the rotor blade and its design. We’re
learns, the more questions you have. I look unlikely to share the knowledge of
at an airliner fly past my Sydney apartment generations in these pages, but we can
in the early evening and think how wondrous touch of a few points of interest, and in t
it is that it can hang in the air just so. Then urn perhaps explore a few things you
an EMS helicopter purposely zooms atop maybe didn’t want to know, probably
the city center, just as the sun is setting, should know if your in this business, but
directly above where much of the machinery perhaps more importantly, you might
of a nation ticks along unhindered by the actually find it interesting!
genius of aerodynamics, fluid dynamics, Rotor blades require a multidisciplinary
thermodynamics, material science and approach in design. The process requires
physics that is working in happy unison in the merging of numerous specialty areas,
the air above. Few will give even a second these being aerodynamics, dynamics,
thought as to whether it will continue to do structures and acoustics. We’ll take a look
its task safely. An accident here would be into each of these areas, discuss some
of the design objectives, and essentially, 2000lbs in gross lift capacity, an additional
some of the design tradeoffs that must 15 knots in speed and an estimated more
be made in the case of the helicopter to than 60nm increase in range1 . These are of
enable it to best do its job across the entire course significant figures.
flight envelope. The tradeoffs happen
everywhere, as an economist would say, HISTORY
everything we do has an opportunity cost. An interesting point in aviation history
Blades make a difference. Many will is that while the fixed wing airplane
be aware of the Carson S-61 (H-3) metal has prolifically changed history and
to composite rotor blade modification the advancement of mankind due to its
conducted around 10 years ago. The UK often-decisive performance in war and
military also took up the rotor blade design its contribution to making the world
change and hailed it as a key performance seem smaller (having dramatic effects on
factor of the venerable Sea King during the ability to globally trade), it was the
operations in Afghanistan while operating in helicopter that was first contemplated as a
the high density altitudes. The modification flying machine. It’s probably not surprising.
to the S-61 accounted for an additional It makes sense that the ‘design requirement’
1. Advanced Technologies Incorporated, ‘S-61 Main Rotor & Tail Rotor Blade Development’, available
at www.advancedtechnologiesinc.com/experimental-composite-rotor-blades.php, accessed 01 Apr 15.
of the ancient intellect may have been to in renaissance art in Europe possibly
look down upon their place of living like influencing early designers 3 .
a deity might, so hovering made sense.
The idea of flying across a world not yet
well known, or perhaps even discovered,
to ensure more efficient global trade was
less likely to be foremost in their sphere of
interest. History it seems, is an accident.
The Chinese and history’s darling
polymath, Leonardo Da Vinci, appear to
have the earliest rights on the helicopter
concept. Da Vinci’s man-powered ‘air screw’
shown in Figure 1 represents the earliest
advanced design concept. Designed to be
powered by two humans standing on the
lower platform the design was novel but Figure 2 – Chinese toy helicopter, or
would not have worked, well not without an spinning rotor, design
engine anyway. Da Vinci’s ‘rotor blade’ was

of course a rotor screw, thought to have
been inspired by the Archimedes Screw2 . History tells us that in 1863 a Frenchman,
But the earliest known design comes Ponton D’Amecourt put two words
from the Chinese in 400BC, and it fits so together, ‘helico’ meaning ‘spiral’ and
very well with the aviator – it was a toy. ‘pter’ meaning ‘wings’, and hence was
Shown at Figure 2 it is not a design at all invented the name ‘helicopter’. There was
unfamiliar to us. An important observation to be no real success in a design until two
is that images of this toy was found needs were fulfilled, an understanding of
Figure 1 – The DaVinci Airscrew
2. The Archemedes Screw was a screw pump designed in ancient Greece by the polymath, Archemedes of
Syracuse. Siciliy, 287-212 BC.
3. Renaissance Period – 1300-1700AD.
DELIVERS HOPE.
WHEN ALL SEEMS HOPELESS.
Typhoon relief. Guiuan, Philippines.
COMBAT · HUMANITA RIAN · LOGISTICS · RESCUE · SPECIAL OPS
Around the globe, V-22 Ospreys are making a critical difference in humanitarian aid and disaster relief missions—delivering
food, water, medical supplies and time-sensitive cargo to those in need. The V-22’s unique blend of helicopter ﬂexibility, high
speed and long range provides timely aid to remote areas that would otherwise be unreachable, saving lives in the balance.
aerodynamics and an engine. The design a body moving through the medium.
of the combustion engine in the late 19th Dynamics refers to the motion and
century got things moving, enabling full equilibrium of systems under the action
scale testing and working prototypes. of forces.
Significant challenges such as a lack of There is little doubt that the study of
lift symmetry across the rotor disc and the wing of a fixed wing vehicle is complex,
the management of torque became the particularly as we design for the effects
challenges de jour, the former being of transonic flight, that is those speeds
overcome by the swashplate enabling approaching the speed of sound, and for
varying blade angle of attacks and thus the supersonic flight. In helicopter rotor blade
evening of lift distribution. Paul Cornu lifted design we have the added complexity of
his protoype to the hover on 13 November the system rotating, and moving forward
1907 followed some years later on, and the through the air all at once. This is to say
result of much work by many pioneers, by that helicopter rotor blade design is even
Etienne Oehmichen who flew his twin rotor more challenging than a fixed wing.
machine a distance of a kilometer airborne An interesting approach to rotor blade
for 7 min and 40 sec. This historic flight design may well be a little different than
occurred on 11 November 1922. Helicopter you expect, that is the objective is to
flight was underway. At this stage the rotor optimize for the minimum power required
blade had incorporated the concepts of lift to drive the rotor blade system, rather than
and possessed the structural integrity for from a conventional approach that tends
sustained flight – these were immeasurable to design based upon a detailed flow and
advances and fundamental to the saleable loading analysis. The premise here is that if
production of one of the most flexible we optimize power required, we will in turn
machines man has ever created. optimize the excess power available (the
difference between power required and
AERODYNAMICS AND DYNAMICS power available). In optimizing the power
Aerodynamics is that branch of required we would necessarily optimize
mechanics that deals with the study of the aerodynamic design, while at the same
air and other gases as they interact with time achieve the most efficient use of

available power. To explain this we need to AIRFOILS
understand the design trade offs. The airfoil selection is key and is
The major tradeoff is in choosing a driven by the drag divergence Mach
blade design to achieve the best possible number (MDD). Here is where transonic
performance in both hover and forward considerations are important. The aptly
flight. Optimal selection of blade design named speed is that Mach number where
parameters such as blade twist, chord the drag starts to rapidly increase, i.e.
distribution (differing chords along the diverge from a relatively linear change of
length of the blade), taper (both when drag to speed. Here the drag coefficient
the taper begins and the ratio of chord can rise to ten times its value in the low
change from that point to the tip), sweep speed regime correspondingly soaking
and of course the aerofoil section, together up available power. The increase in
contribute to the optimized blade design drag is caused by the creation of shock
process that induces careful considerations waves. As a rule for symmetrical airfoils,
of the trade offs. An excellent example of the lower the thickness (of the blade) to
such a trade off is the tilt rotor. The best chord ratio the higher is MDD (see Figure
twist of the blade for hover will actually 4). Also associated with the large drag
produce a negative lift profile on the
inboard aerofoil sections when in forward
flight, while the best twist for forward flight
will cause inboard aerofoil stall in the hover.
The power required to drive the rotor
blade is made up of three components;
induced, profile and parasite power, that is
the power required to overcome induced,
profile and parasite drag (see Figure 3).
Induced drag is the drag that results from
the creation of lift. Profile drag is caused by
the very fact that an item is being pushed
through the air. Parasite drag is caused
by the fuselage, skin and other items
that tend to ‘hang off’ rotor heads and
helicopters in general. It is the induced and
profile power requirements that primarily
Figure 4 – Drag divergence Mach number (MDD) change for
influence blade design. differing airfoils.
increase, shock waves are a myriad of blade

dynamics such as inconsistent left profiles
across the blade resulting in varying
bending moments, large lead and lag forces
on the blade and hinge assembly, and
vibration responses.
MDD becomes of issue for the advancing
blade in high-speed forward flight and
is naturally enough more of an issue the
closer you get to the tip where the relative
speed (rotation plus forward speed) is
maximum. In maximizing MDD we can
maintain a higher rotor speed or enable the
aircraft to fly faster. Equally as important
are the dynamics associated with retreating
blade stall. Retreating blade stall is the
Figure 3 – Induced, Profile and Parasite phenomenon that occurs when the forward
Power required for varying speeds.
speed increases to the point where the

inboard element of the retreating blade
has a relative speed that slows to below
stall speed for the airfoil section. Thus
inboard airfoil section type that finds the
best balance between the highest speed
without stall, that is a higher thickness to
chord ratio and maybe some camber, not
so good in terms of profile drag at speed,
but necessary for hover and to minimize
retreating blade stall. Thus blade design to
minimize the likelihood of retreating blade
stall, but maximize the predictability of any
onset, is a major design consideration.
Once the designer settles on the airfoil
section the induced and profile power is
now managed through blade twist, taper Figure 5 – Rotor blade design variables.
ratio, point of taper initiation and blade root
chord (see Figure 5).
In the hover, as can be seen from Figure
3, around 80% of the power required is speed performance as an advancing tip
induced power and the remainder is profile while still providing good enough high
power. A blade design that minimizes both, angle of attack and low speed performance
thus creating the maximum excess power, in the hover or as a retreating blade.
is attractive. NASA research has found that The BERP blade, which has continued to
by increasing the twist and increasing the develop, has sought to achieve this with a
taper ratio, or either of these in isolation, combination of varying sweep both forward
will reduce the induced and profile power and backwards, and using an anhedral
requirements. NASA further found that design (i.e. the tip bends downwards)
the wake effects, that is the effect on a along with variable thickness and chord.
blade by the wake of the blade in front of (see Figure 6). These carefully designed
it, is a key consideration. Highlighting yet and tested tips now pop up in numerous
another balancing act, it was apparent designs to include the UAV market.
that when the wake was not considered The onset of modern material and
in design that commencing the point of
taper further inboard and thus reducing
the taper ratio change was beneficial, but
when the wake was considered moving the
point of initiation outboard was a better
solution. Seeking to control the wake profile
therefore becomes important, and the
extent to which this may be managed will
further assist in determining the blade taper
profile. We will talk a little more about wake
control through the article.
Blade tip design and sweep, used
simplistically in Blackhawk helicopters but
more exotically in the British Experimental
Rotor Programme (BERP) design of
circa 1970s, was aimed to minimize the
compressibility effects, again with the
design premise being to raise the MDD to
the highest figure possible enabling faster
forward flight before the drag overcomes
power available. The balance in the tip
sweep game is to achieve the best high-

Figure 6 – The evolved BERP design, Mk IV.
manufacturing has enabled more exotic way our own muscles respond to brain
chord and span wise changes and variables. signals. The aim is to fly farther and faster
Tip sweep both forward and rearward, with the same amount of fuel. Similar
anhedral and dihedral designs with variable work has being done in Europe under the
thickness to chord ratios have all become ‘Clean Sky’ initiative where researchers at
regular components in designs over the the university of Twente developed active
last 20 years, and similar to the BERP Gurney flaps using piezoelectric actuators.
blade, the design aim to reduce tip vortices. These systems enable better control of the
The NASA Smart Material Actuated Rotor wake and tip vortices along with reduction
(SMART) aims to further the optimization in vibration, noise, and drag, and therefore
process through the use of piezoelectric fuel requirements per air mile.
materials that will enable the blade to
change shape in flight. A piezoelectric STRUCTURES AND MATERIALS
material changes shape by flexing when The last century has, like in so many
subjected to electric fields, not unlike the other industry examples, seen great
advances and it is during this period the
wood/fabric to composite transition has
occurred. The composite transition and
complete understanding still has some
air miles to go though. Da Vinci’s design
was a fabric airscrew, and yet today we
are looking at active composite material
surfaces trying to emulate the human
muscle system; an impressive journey of
discovery at the very least.
The exacting control of the aerodynamic
variables we have discussed earlier requires
that the manufacturing process, quality
control, and the assurance the blade will

maintain its rigidity and integrity between to achieve aerodynamically optimized
maintenance inspections is crucial both solutions are virtually impossible to
to safety and performance. Pre the 1950s manufacture from metal. Just as we
and 60s rotor blades were generally needed an engine and an appreciation of
constructed using a combination of aerodynamics for Mr Cornu to achieve a
laminated wood and fabric. Such designs short hover in 1907, we needed composite
were problematic for all the obvious materials to realize the benefits of our
reasons; robustness in the environment, advanced appreciation of aerodynamics.
heavy maintenance and inspection but also
due to changes in mass and weight due to ACOUSTICS
moisture absorption. Next was the use of Almost all of the noise heard from the
steel and aluminum constructions. These helicopter is aerodynamic; the engine noise
represented a significant improvement is far less of a footprint relative to the
over the wood/fabric and prevailed as the aerodynamic noise than may be thought.
material of choice until the introduction of This may appear surprising as when you
composite materials. Metal construction stand on a tarmac the engine noise is fairly
suffered from a poor fatigue resistance, noticeable, however on most aircraft the
although with the incredible appreciation engine is atop the fuselage and as a result
of metal fatigue properties over the years the noise is projected upwards. Therefore
the management of fatigue became from the ground the noise we hear is
integrated into our engineering systems primarily the rotor and tail rotor noise, and
of design and sustainment. Poor density- it can be loud, particularly if you live next to
to-strength and lift-to-weight ratios when a hospital with a helo pad in downtown big
compared to wood or composite were also city various!
challenges. Notably, a composite material Once of the key sources is due to tip
blade will have a density-to-strength vortices. A tip vortex forms due to a zone
ratio of 4-6 times greater than a metal of reduced pressure forming above the
construction blade. blade and a region of increased pressure
The advent of the composite age has below the blade. Air flows around the
been an evolution with a revolution like blade tip seeking to reduce the pressure
feel. The ability to tailor materials that difference resulting in a vortex forming
meet the stiffness, weight, strength and behind the blade tip. The noise is caused
directional load properties required has by the following blade interacting with the
been a launching pad for advancement. vortices of the leading blade, known as
Composite materials, for our purposes, use Blade Vortex Interaction (BVI). Figure 7
a combination of two types of composites, refers. BVI is prevalent in low speed flight
Glass Fiber Re-enforced Plastics (GFRP) particularly on descent and approach.
and Carbon Fiber Re-enforced Plastics
(CFRP). GFRPs are made up of chemically
inert glass fibers with a polymermatrix.
They are light, relatively easy to anufacture
and come at a fairly low cost. However they
lack the necessary stiffness required for a
rotor blade to absorb the high and dynamic
spanwise moments. CFRP however have
a very high stiffness using high strength
fibers. When laying the fibers the material
may be manufactured to take loads in
particular direction based on the direction
in which the fibers are laid.
The combination of stiffness, light
weight, strength and ability to tailor to a
purpose make these materials ideal for the
rotor blade.
The advanced blade shapes necessary Figure 7 – A generic composite material rotor blade cross section.

Figure 7 – Tip Vortices.
Other types of noises include loading in the 1960s. Interestingly Sud Aviation
and broadband noise. These are simply and the British Aircraft Corporation (BAC)
formed by the movement of the blades was the consortium that designed the
through the air. High Speed Impulsive (HSI) Concorde, so high speed aerodynamics was
noise is formed when transonic shocks are not foreign to the fenestron designer, Paul
formed around the blade tip and this we Fabre. The fenestron primarily achieves the
aim to minimize by aerodynamic designs noise reduction by enclosing the blade tips
that maximize MDD. The tail rotor, and it’s in a shroud (figure 8), which restricts the
blades which are affected in mostly the formation of noise producing tip vortices.
same way as a main rotor blade, however Some fenestron designs also place the
as the tail rotor is spinning faster it has blades at varying angular spacing known as
a higher noise frequency and does not ‘modular blade spacing’, an innovative noise
tend to propagate as far as the lower reduction concept discussed later.
frequency noises emanating from the Helicopter noise has been a key design
main rotor. Although it does not travel parameter since the 1970s and 80s, and
as far, when humans are close it tends becoming more so recently with the need
to be more annoying due to the higher to meet industrial noise level restrictions
frequencies. The fenestron, which was in populated areas as well as minimizing
originally named ‘fenestrou’ (a French detectability in a military tactical
Provencal word meaning ‘small round sense. In the 1980s ONERA, the French
window’), was designed by Sud Aviation aeronautics lab, partnered with the US

Figure 8 – Airbus Blue Edge Rotor tip (note forward and aft sweep, anhedral tip, and varying sweep angles).
Less obvious the twist. Composite materials make such designs possible.
Army. Out of these and other studies new was found to reduce noise by a half within
blade tip designs, some of which we have the controlled environment of the wind
discussed already, and ideas surrounding tunnel. Airbus (then Eurocopter), in 2010
the aforementioned active blade surfaces, announced its BluecopterTM technology
such as trailing edge flaps, formed. The (see Figure 8). Using a combination of
establishment of faster computer technology a vortices controlling blade tip design
combined with composite materials opened and three piezoelectric trailing blade flap
the playing field for development. modules that can actuate the flaps at 15
Accepting that BVI is the primary to 40 times per second the company were
noise source from the rotor there has able to reduce the helicopter sound by a
been significant research into reducing claimed three to four decibels (note that
vortex generation and in particular the a 3dB reduction is a 50% reduction on the
interaction of the following blade with the logarithmic dB scale). Have a listen at the
vortex. NASA’s SMART Rotor program link below.

Other even more innovative designs has evolved like all things in our trade over
include ‘modulated blade spacing’. Rotor the fairly short history of aviation. The
blades are spaced equidistant in a rotor design approach of seeking to optimize the
system. This spacing, along with the rotor balance between the various needs of hover
speed determines the acoustic signature and forward flight, ultimately seeking to
at a single fundamental blade-passage create the blade that uses least power to do
frequency and its harmonics. Modulated it’s job has proven a sensible and enduring
blade spacing changes the blade spacing design approach. There is little doubt
and will create a different blade passage that amongst the major advances in rotor
frequency and harmonic set for each angle blade technology has been the material
between the blades thus spreading the sciences and manufacturing methodologies,
noise amplitude across a wider spectrum specifically the onset of composite
and reducing individual frequency intensity. materials. We will continue to learn more
The design may have other benefits to and more about these materials, and deal
include reduced vibration however there with some of the issues that come from
may be some performance penalties of maintaining these materials in the field, not
reduced payload and top airspeed. Perhaps discussed in any detail in this article, but
however, when combined with the benefits when combined with modern computer
of SMART and BluecopterTM design technology, miniaturization, and perhaps
concepts the penalties may be mitigated to even nano technology, the potential for
some degree. far more efficient, quiet and smooth flying
machines exists. It is yet another space in
CONCLUSION our always developing business to keep a
Rotor blade design is complex and it close eye on. v

– Leonardo Da Vinci’s Inventions, ‘The
REFERENCES Helicopter’, Leonardo Da Vinci’s
– Aerospace Web, ‘Early Helicopter Design’, Inventions, available at < http://www.
Aerospace Web, available at http://www. leonardodavincisinventions.com/inventions-
aerospaceweb.org/design/helicopter/history. for-flight/leonardo-da-vinci-helicopter/>,
shtml accessed 19 April 2015. accessed 19 April 2015.
– Airbus Helicopters ‘Technology’, – NASA, ‘Future Helicopter get SMART’, NASA,
Airbus Helicopters, available at http:// 26 Feb 2009, available at
airbushelicoptersinc.com/safety/technology. http://www.nasa.gov/topics/aeronautics/
asp>, accessed 20 Apr 15 features/smart_rotor.html last updated 19
– ‘Boeing V-22 Osprey’, Wikipedia, available April 2015, accessed 19 April 2015.
at <http://en.wikipedia.org/wiki/Bell_ – Ngoc, A et al., ‘Aerodynamic design
Boeing_V-22_Osprey, accessed 19 April 2015. optimization of helicopter rotor blades
– Coppinger, R, ‘BERP IV gives Merlin more including airfoil shape for hover
payload’, Flightglobal, available at http:// performance’, Chinese Journal of
www.flightglobal.com/news/articles/berp-iv- Aeronautics, Vol 26, Iss 1, pp.1-8, February
gives-merlins-more-payload-213937/, 22 May 2013
2007, accessed 19 April 2015. – University of Twenete ‘SMART Helicopter
– Delrieuw, Y, ‘From design to flight testing: thanks to Active Rotor Blades’
overview of rotorcraft acoustic research at University of Twente, s8 February 2013,
Onera for industrial applications’, Journal available at http://www.utwente.nl/en/
Aerospace Lab, Issue 7, pp.1-10, 2014. newsevents/2013/2/121954/smart-helicopter-
– Dynamic Flight Inc, ‘‘Ground Effect’, Dynamic thanks-to-active-rotor-blades, accessed 19
Flight, available at http://www.dynamicflight. April 2015.
com/aerodynamics/ground_effect/ accessed – University of Liverpool, ‘Composite Materials
19 April 2015. and Helicopter Rotor Blades’, University
– Green Car Congress, ‘DLR researchers of Liverpool, available at http://classroom.
visualize blade tip vortices from in-flight materials.ac.uk/caseRoto.php, accessed 19
helicopter in three dimensions’, Green April 2015.
Car Congress, available at http://www. – Walsh, J, ‘Performance Optimization of
greencarcongress.com/2014/01/20140109- Helicopter Rotor Blades’, NASA Langley
dlr.html, accessed 19 April 2015. Research Center, April 1991.

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2015 I ISSUE 6

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Kuwait Air Ambulan

Nationw ide Children

Measuring 96.5cm wide by 70cm deep the

This is a limited edition print run so order

JSDF DELIVERIES COMPLETE

AUSTRALIAN NAVY TESTS

GEORGIA UNVEILS UNMANNED ATTACK HELICOPTER

CH-148 CYCLONES TO CANADA

CV-22 SQUADRON TO JAPAN

OSPREYS LANDS ON KOREAN ASSAULT SHIP

KOREA ORDERS STINGER

TOW 2A RF MISSILES FIRED FROM

HAL CHETAKS FOR SURINAM AF

THIRD CH-53K FUSELAGE TO SIKORSKY

$713M CH-47F CONTRACT

UPGRADED AS532 FOR FRENCH ARMY

UK SIGN MERLIN SUPPORT CONTRACT

UAE TAKES DELIVERY OF

H145M RECEIVES EASA CERTIFICATION

CUSTOM DESIGNED UH-72 STANDS AUSTRALIAN NAVY BEGINS MH-60R

MEXICAN AIR FORCE

FIRST MCH-101 DELIVERED TO THE JAPANESE

FIRST REPAIRED KA-31S TO INDIA

COMPLETION ON MOROCCAN CH-47DS

The HeliOps Global Recognition Chart is a

Bell 212 Bell 206B

Airbus Helicopte Bell 204

Enstrom 480B MD Helicopte rs

Kaman K-Max Erickson S-64E

Columbia 234 Chinook

Measuring 96.5cm wide by 70cm deep

Limited numbers available so order yours

ROYAL THAI NAVY S-76B

RAF SEA KING MAKES 10,000TH RESCUE

AUSTRALIA COMMISSIONS FIRST C-47F

82ND CAB AIRCRAFT RETURN

UK INVESTS IN NEW HELICOPTER SIMULATOR

JOINT WARRIOR LIVE FIRING

STORY & PHOTOS BY FREDERIC LERT

Mounting the GIAT M621 20mm on the Puma, and

PHOTOS BY MARK OGDEN

Although the Seahawk airframe is 30+ years old in

The Powerful Difference

The MH-60S variant missions include Anti-Surface Warfare,