Hof 13

2017 I ISSUE 13
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.

22 THE JIHADIST HUNTERS
TASK FORCE SABER IN ACTION
Four task forces of US Army Aviation have been
deployed to Kuwait and then Iraq to take part in
Operation Inherent Resolve since December 2014.
Among them, the Task Force Saber which was
deployed for nine months to Iraq played the most
important role than any US Army Aviation Task Force
had in the battle against ISIL or Daesh terrorist group.
52 THE FLYING DOLPHINS OF THE RUSSIAN AIR FORCE!

MIL MI-8MTV-5-1
Mi-8MTV-5-1-1 is one of two members of Mil Mi-8
Hip helicopter families which is widely in use by the
Army Aviation units of Russian Air Force since 2012.
A product of Joint Stock Company Kazan Helicopters,
this multirole medium sized helicopter is now backbone
of the Russian Army Aviation transport helicopter fleet.
76 A LOT OF STUFF TO SELL

Back in 2007, Russia voiced its big ambition to
grab no less than ten per cent of the world’s
helicopter market. By 2017 this target was
exceeded by far.
100 SO, YOU WANT TO LEAVE THE MILITARY?

It’s a fair chance that, as you’re reading this article in Heli-Ops Frontline, you are a member of
the military. So was I, once. The Editorial team have asked me to propose some sage advice and
pearls of wisdom about when to leave and what you can do whilst still serving to improve your
odds of making a success out of your second career.
114 THE MILITARY HELICOPTER IN THE 2030s

For the first time since the cancellation of
the RAH-66 Comanche in 2004, the US, and
other countries, are starting to get serious
about a new generation of military rotorcraft.
Paul Kennard provides insight into these
generation helicopters.
ISSUE 13 I 2 017
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
4 HELIOPS FRONTLINE
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PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 21 747 757
EMAIL
info@heliopsmag.com
NEWS DESK
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HELIOPS FRONTLINE 5
FROM THE EDITOR
Made
in China
T
his editorial is a little different from usual in that I am writing
similar pieces for both magazines. In HeliOps and HeliOps
Frontline, we feature an excellent article by Paul Kennard on
leaving military flying for the civil world. We also put this story
in HeliOps because there are many ex-military pilots operating
in the civilian industry doing a variety of jobs who may want to feedback
with their advice or experiences. Any feedback we get, we will let you know
in both magazines.
As I noted in my HeliOps editorial, I joined the Navy at age 18 and for
the next 18 years, never thought I would leave. I found that in the early
days, there were two types of aviator, the one who had thought they’d be
in uniformed to retirement and those that had joined to gain qualifications,
serve minimum time and exit for more lucrative pastures. These days the
Royal Australian Navy offers the chance for ‘lifers’ to seek a naval career
where flying is but one stage on the path to the senior ranks or indeed, stay
in a flying career – promotion is limited but you stay in the seat. The service
(as has the Australian Army and Air Force) have allowed aviators to float in
and out dividing their years between military and civilian service, which has
served the military well by bringing in new ideas and experiences.
As I noted in HeliOps, I really enjoyed the camaraderie, the challenges
and opportunities I was offered throughout my time in the Navy. I have
absolutely no regrets although It does become all-encompassing. I recall
advice provided the Base Commander when I asked permission to marry
(yes, we did that quite some years ago). “Son, if the Navy wanted you to
have a wife, we would have issued you with one”. I didn’t realize what he
was meaning until many years later when my son was born while I was on
my way to Desert Shield. In the military, it is the family that often pays the
price of military service.
So why did I leave? Well, yes family was a consideration but also,
I realized I probably wasn’t Command material in that I was never
politically correct (namely knowing when to shut my mouth) and I didn’t
like the direction things were going as far as the political imperatives
were concerned. While I was comfortable with concepts such as equal
opportunity, I didn’t like it being shoved down my throat. I was of the
opinion that the Navy was there to protect and serve; not worry about
whose feelings were being hurt. So rather than becoming disheartened,
it helped me make the decision to leave. I left on good terms and to this
day, 20 years later, most of my best friends are those I served with and I
acknowledge how service formed me to be who I am now.
6 HELIOPS FRONTLINE
I left flying, became in accident investigator, consultant and finally ended
up being as advisor in oil and gas. Am I happy? You bet. Would such a path
suit everyone? No way.
So what’s my advice to those pilots thinking of leaving the service? Well
here are a couple of thoughts:
• Do every course and qualification offered by the service – while it may

seem superfluous at the time, it can help having those in your resume’.
Also, those courses are usually way too expensive for most civilian
organizations to even consider;
• Consider a few options. While going to fly offshore may be an objective,
medical or the industry state may just change your options;
• As a military pilot, never deride civilian operations. Be prepared to read
and learn as the alternative way of doing things may help in a military
op. The more experience you gain through listening or learning different
ways, the greater the arsenal you have to draw on later. Military pilots can
become very rigid in their thinking and that rigidity is often an anathema to
civilian operations;
• If your service allows, or if you have the opportunity, do some civilian
flying to see if it’s something that you want to pursue;
• Never leave the service angry or disheartened. The majority in the service
are good people doing a job the best way they can under a bunch of
pressures and competing objectives. Leave as a friend and most of the
time, you will be welcomed back either as a visitor or someone wanting to
come back;
• Be proud of your service but don’t ram it down the throats of your civilian
counterparts. Remember, many have not had the free training that military
aviators receive or the opportunities. Be prepared to learn because the
military are not the bastions of all aviation knowledge;
• Lastly, when you leave the military, only apply those skills that apply to
the new role. The levels of risk acceptance will be different in each role so
make sure you understand what your job is, the levels of acceptable risk
and the culture of the organization you’re going to work for.
There are many more gems of wisdom but the last piece of advice, talk
to people in the industry you’re thinking of going to and make connections.
Ex-military aviators often underestimate the value of developing a network of
contacts to help them transition to being a civilian.
HELIOPS FRONTLINE 7
INDUSTRY NEWS
KONGSBERG TO
MAINTAIN SEA KINGS
Kongsberg Defence Systems
has signed an agreement with
the Norwegian Defence Logistics
NEW SAR CONTRACT WITH AUSTRALIAN NAVY Organisation for maintenance of
CHC has begun operating a 15 month contract to provide Aviation Emergency Norwegian Sea King gearboxes
Response services out of the Australian Navy base at Nowra, on the south for until 2020.
coast of New South Wales.
BELL AND PGZ COOPERATION ON UH-1Y

Polska Grupa Zbrojeniowa and Bell expands cooperation in the field of helicopters with the signing of a Letter
of Intent to cooperate on the UH-1Y.
8 HELIOPS FRONTLINE
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
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HELIOPS FRONTLINE 9
INDUSTRY NEWS
CHINESE Z-19E MAKES MAIDEN FLIGHT

The Aviation Industry Corporation of China has flown the two-seat Z-19E, also known as ‘Black Hurricane’ on its maiden
flight and expect 100 to 150 to be sold in the next 10 years to worldwide clients.
H-146 DEPLOYED TO IRAQ

The Canadian air force has deployed four CH-146 Griffons to provide support to coalition efforts against militants
in northern Iraq and includes 60 RCAF personnel.
10 HELIOPS FRONTLINE
INDUSTRY NEWS
BOEING TO MODERNIZE US ARMY CHINOOK

Boeing will build and test three US Army CH-47F Block II Chinook helicopters as part of a $276 million modernization
contract with first delivery expected in 2023.
AUSTRALIAN TIGER ACHIEVES 2,000 HOURS

The Australian Army has reached a major milestone with its Tiger ARH flying 2000 hours on aircraft #001 and the first
of any Tiger in the global fleet.
HELIOPS FRONTLINE 11
INDUSTRY NEWS
FIRST ROYAL NAVY MERLIN MK.4 UNVEILED

The first of the Royal Marines new Merlin Mk4/4A has flown into RNAS Yeovilton, Leonardo is upgrading 25 Royal Navy
Merlin Mk3/3A as part of a $425 million (£330 million) Merlin Life Sustainment Programme contract.
RUSSIA SUPPLY MI-171SH TO BURKINA FASO

Rosoboronexport has signed two contracts for the delivery of Mi-171SH and air weapons to Burkina Faso with
delivery to be completed by 2018.
The HeliOps Frontline Helicopters &
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HMH-46 3 / CH-53E
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HMLA-3 67 / AH-1W
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HMHT-3 02 / CH-53E
VMM-26 6 / MV22B
VMM-16 3 / MV22B
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HMLA-4 69 / UH-1Y
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HMH-46 5 / CH-53E
HMLA/T-303 / UH-1Y
HMX-1 / VH-60N VMM-16 5 / MV22B
VMM-26 1 / MV22B
VMM-16 6 / MV22B
HMMT-1 64 / CH-46E
HMLA/T-303 / AH-1Z
HMLA/T-303 / AH-1W
VMM-26 3 / MV22B
VMM-26 4 / MV22B
VMR-1 / CH-46
YUMA SAR / UH-1N
VMM-26 8 / MV22B
HMLA-2 69 / AH-1W
HMLA-7 73 / AH-1W
VMM-36 5 / MV22B VMM-26 5 / MV22B
VMX-22 / MV22B
HMLA-2 69 / UH-1Y
HMLA-4 69 / AH-1W
VMM-76 4 / MV22B HMH-77 2 / CH-53E

HMLA-3 67 / UH-1Y
VMMT-2 04 / MV22B
Illustration s by Ugo
Crisponi
Aviationgr aphic.com
HMLA-7 73 / UH-1Y
HMLA-2 67 / UH-1Y
HMLA-4 67 / AH-1W VMM-36 3 / MV22B
VMM-36 4 / MV22B
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INDUSTRY NEWS
FIRST HELICOPTER FIRING OF HIGH ENERGY LASER

Raytheon and the US Special Operations Command have completed a flight test of a high energy laser system
onboard an Apache AH-64 at White Sands Missile Range, New Mexico.
FIRST MI-28UBs FOR RUSSIAN MoD

The first Mi-28UBs are undergoing final acceptance testing at the Rosvertol plant with eight Night Hunters, with
dual control, being delivered by the end of 2017.
INDUSTRY NEWS
KA-52K COMPLETES INITIAL MARINE

NZDF RECEIVES AWARDS FOR SAR TESTING
The New Zealand Defence Force has been recognised for Russian Helicopters has completed its first stage
saving the lives of five people in two SAR missions carried of marine testing on the Kamov Ka-52K Katran, a
out in 2016. The citation said the No. 3 Squadron NH90 crew ship based variant of the Ka-52 being developed
battled “appalling” weather conditions to successfully carry for the Russian Navy.
out both operations.
BALLISTIC-CRASHWORTHY FUEL SYSTEM FOR MD530

MD Helicopters and Robertson Fuel Systems have agreed to jointly develop the next generation of ballistic tolerant
crashworthy fuel systems for the MD530 family of military helicopters.
INDUSTRY NEWS
CH-53K ARRIVES AT
NAS PATUXENT RIVER
The first CH-53K King
Stallion has touched down
at NAS Patuxent River,
Maryland and was relocated
from Sikorsky’s Flight Center
to undergo various flight
quality, ground and avionics
test events.
VH-92A TAKES MAIDEN FLIGHT

The Sikorsky VH-92A has completed its first flights which included hover-control checks, low-speed flight and a pass
of the airfield, the aircraft will now start a 250-hour flight test program.
DART CHOSEN TO
EQUIP BELL 412
The Canadian Coast Guard
has selected DART Aerospace
to supply accessories on their
Bell 412s as part of the fleet
renewal program.
INDUSTRY NEWS
SIKORSKY TO BUILD 257 BLACK HAWKS

The US Government and Sikorsky have signed a five-year contract for 257 H-60 Black Hawk helicopters to be
delivered to the US Army and Foreign Military Sales customers.
SAFRAN TO SUPPORT
GERMAN NH90 MAINTENANCE CONTRACT FOR PATRIA
Safran has signed a 7-year support contract to Norway has selected Patria to supply aircraft
support RTM322-powered NH90 operated by maintenance for their NH90s. The contract covers
the German Army and Navy and will support a phased and calendar inspections and maintenance
total fleet of 82 TTH and 18 NTH. over two years.
INDUSTRY NEWS
PAKISTAN NAVY RECEIVES UK SEA KINGS

The Pakistan Navy has received the seven surplus Westland Sea Kings it ordered from the United Kingdom, they will
undergo maintenance by Vector Aerospace before being shipped to Pakistan.
frontline
TAP
FOR MORE
INFO
INDUSTRY NEWS
UK WILDCATS TRAIN WITH GERMAN NAVY

A Wildcat helicopter from RNAS Yeovilton has deployed on the frigate Lübeck, the first time the Royal Navy has
embarked the new aircraft with a foreign vessel.
FINAL H145M
TO THE
GERMAN AF
The German Armed
Forces has taken
delivery of the
final H145M to be
operated by the
Bundeswehr Special
Forces.
INDUSTRY NEWS
HAL’s PT-2 MAKES

MAIDEN FLIGHT
HAL carried out the
first flight of Light Utility
Helicopter (LUH)-PT-2 at its
facility in Bengaluru, India.
FIRST FIRING OF SEA VENOM

MBDA’s Sea Venom anti-ship missile has successfully completed its first firing at the Île du Levant test range in France,
the 100 kg-class missile will replace Sea Skua and AS15TT missiles.
US ARMY CONTRACT
AWARDED TO CHI
CHI Aviation has been selected
to provide helicopter airlift
support for the U.S. military in
Afghanistan, to include tactical
troop transport plus internal and
external cargo operations.
INDUSTRY NEWS
UPGRADE FOR JAPAN’S APACHES

Lockheed Martin has received contracts to upgrade the M-TADS/PNVS system for Japan’s fleet of AH-64DJP
Apaches and will deliver 14 kits by 2020.
GERMAN NAVY SEA KING sim

OPERATIONAL
CAE has completed an upgrade on the German
CH-47 TO CONTINUE FOR NETHERLANDS
Navy’s Sea King MK41 simulator and it has Boeing has secured a $541 million foreign military
re-entered service at the Nordholz Naval sales contract for production of 15 –CH-47F renew
Airbase in Germany. and new build aircraft for the Dutch AF.
STORY BY BA BA K TAGHVA EE
USMC troops training
with HH-60M of Company
C, 1st Battalion, 111th
Aviation Regiment before
deployment to Lafarge
Cement Factory near Kobani
in Syria to participate in
MEDEVAC missions on 26th
January 2017. (Lance Cpl.
Kyle McNan/US Army)
Four task forces of US Army Aviation have
been deployed to Kuwait and then Iraq to
take part in Operation Inherent Resolve since
December 2014. Among them, the Task Force
Saber which was deployed for nine months to
Iraq played the most important role than any
US Army Aviation Task Force had in the battle
against ISIL or Daesh terrorist group.
C
ore of the Task Force Mississippi ANG as well as subordination
Saber was 4th Heavy of US Army’s 1st Armoured Division,
Attack Reconnaissance the AH-64Ds of the 501st Aviation
Squadron, 6th Cavalry Regiment’s 4th Battalion were regularly
Regiment (4-6th CAV.) which is detached to Ayn Al-Asad Air Base, Iraq
operator of 20 Boeing AH-64E from Kuwait to escort and protect of
Guardian attack helicopters and US Military Advisers, while the UH-60As
unknown number of RQ-7Bv2 UAVs were 24/7 ready for MEDEVAC mission.
since 2016. Operating from Camp Taji, During these escort missions, they
Qayyarah West and Erbil airports, the never directly confronted ISIL as they
AH-64Es were widely used to provide had been authorized to protect CJTF-
precision fire support for US Army OIR’s forward operating base and HQ.
Special Forces and their allies during Task Force Pistoleros gave its place
their secret counter-terrorism missions to Task Force Heavy Cavalry during
in North of Syria as well as supporting a transfer of authority ceremony at
Iraqi Army during battle of Mosul Camp Taji, Iraq on 16th August 2015.
which led to full liberation of the city on Now 3rd Squadron, 6th Air Cavalry
9th July. Regiment (3-6th CAV) with total 12
AH-64Ds was involved in CJTF-OIR’s
missions. The 3-6th CAV was also the
FROM TASK FORCE PISTOLEROS first Cavalry Squadron had received
TO DRAGON RQ-7Bv2 Shadow UAVs to use them for
Between December 2014 and August providing real time intelligence feed of
2015, Task Force Pistoleros was formed the targets for more precision air strikes
by 12 AH-64Ds of the 4th Battalion of against enemy. The RQ-7s were not the
US Army’s 501st Aviation Regiment only drones were in use by the Task
(4-501st AVN Reg.) from Ft. Bliss, Texas Force Heavy Cavalry, also three MQ-1Cs
as well as 14 UH-60As of other US Army of E Company (Executioners) of the
Aviation units. Subsequently as a unit of 3-6th CAV deployed to camp Buehring,
12-08099 was one of four CH-47Fs
of B Company, 1st Battalion, 111th
Aviation Regiment were deployed to
Camp Erbil for providing air support
on the battlefield during Combined
Joint Task Force - Operation Inherent
Resolve. (Spc. Craig Jensen/US Army)
168281 was one of five USMC’s MV-22Bs from Marine
Medium Tiltrotor Squadron (VMM) 165 takes transported 500
US Special Forces and SDF troops across Euphrates river
and Lake Assad during battle of Tabqa on 22nd March
2017. Here it can be during a training mission most likely in
Jordan almost two weeks after Battle of Tabqa on April 5,
HELIOPS
2017. (Master Sgt. Wilson/USAF)27
FRONTLINE
Benjamin
TOP: UH-60M of B
Company,2-149th General
Support Aviation Battalion, Kuwait were in use for same purpose had four old RQ-7Bs which were sent
in the background and C but the AH-64Ds hadn’t level 4 MUM-T back to the manufacturer, Textron
Company, 1-111th Battalion capability to employ weapons from in Hunt Valley, Md to be used for parts
in the front as part of Task
these drones. in 2014.
Force Saber at Erbil, Iraq,
July 11,2017. (Capt. Stephen
Earlier in March 2015, the 1st While six of the AH-64Ds of 6th
James/US Army) Battalion “Flying Dragons”, 501st Cavalry Regiment’s 3rd Squadron have
Aviation Regiment (1-501st AVN) at always been deployed to Camp Taji as a
BOTTOM: A UH-60M Black Fort Bliss was reflagged to the 3rd part of Task Force Heavy Cav., the other
Hawk helicopter assigned to Squadron, 5th Cavalry Regiment. The six were in Camp Buehring, Kuwait.
the 2-149th General Support
Battalion received 12 newer Shadow They were supplemented by two more
Aviation Battalion, Task
Force Saber, lands at Erbil,
Version 2 (RQ7Bv2) which were AH-64Ds which were transported to
Iraq, July 12, 2017. (Capt. tested and qualified during a Network Al-Udeid AB, Qatar by a C-17A of the
Stephen James/ US Army) Integration Evaluation at Fort Bliss in USAF’s 62nd Air Wing back on 15th
May 2014. Before that the 1-501st AVN December 2015. They took part in
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Using chemical material earlier
delivered by Turkish Intelligence
Service/ MIT in 2014, ISIL
manufactured chemical agents to
fill in artillery shells both in Iraq and
Syria and used them against Iraqi
troops and Mosul inmates several
times. This caused that US Army to
be always ready for decontamination
of its helicopters in case of ISIL’s
chemical attack. Here U.S. Army
Soldiers assigned to 355th Chemical
Company, 453rd Chemical Battalion,
209th Regional Support Group, 76th
Operational Response Command
practice chemical decontamination of
a CH-47F of B Company, 1-111th AVN
at camp Erbil, Iraq, Mar. 1, 2017. (Sgt.
Josephine Carlson/ US Army)
Qatar’s Independence Day parade and AFSOC in the Erbil International airport
then headed to Kuwait to join Task on 9th May 2016.
Force Heavy Cavalry.
Deployment of the 3-6th AVN came
to its end during another transferring FIRST DIRECT CONFRONTATION
authority ceremony at Camp Taji on Finally, US Army’s AH-64D Apache
20th April 2016. Task Force named attack helicopters were used against
“Dragon” consisted of twelve AH-64Ds ISIL in operation for liberation of Mosul
of the 1st Battalion, 10th Aviation following to President Barack Obama
Regiment under command of Sgt. Maj. authorization back in April 2016. Now
Russeull Merchant took responsibilities instead of just protecting CJTF-OIR HQ
of the “Heavy Cavalry”. 1-10th AVN and US Army advisors on the ground,
itself was part of 40th CAB under Apaches were used in an effective way
command of Col. Jeffrey Holliday. against ISIL but still in a very limited
Later satellite images showed that scale in comparison with Iraqi Army
40th CAB had total 12 UH-60As and Aviation Corps’ attack helicopters.
four AH-64Ds at Erbil International Almost two months later, for first time
Airport while the US Army’s 160th two AH-64Ds on patrol near Mosul
Special Operations Aviation Regiment confronted ISIL terrorists destroying
(Airborne) had two MH-47Gs and seven one of their VBIEDs successfully via
MH-60Ms and USAF’s 7th Special a single AGM-114K Hellfire II missile
Operations Squadron, 352d Special launched from the lead Apache.
Operations Wing, RAF Mildenhall, had The Task Force Dragon’s Apaches
four of its twelve CV-22Bs together were usually flying in a fire-support
with one DHC-6 and a BT-67 of USAF’s team of two helicopters one armed with
Two of four CH-47Fs of B
Company, 2-149th General
Support Aviation Battalion,
four AGM-114Ks and the other with a core was Bravo Troop of 4th Heavy Task Force Saber, at
pair of M261 rocket launchers holding Attack Reconnaissance Squadron, Erbil, Iraq, July 10, 2017.
up to 19 Hydra rockets. Furthermore, 6th Cavalry Regiment (4-6th CAV.), These Chinooks which
their 30mm M230 chain guns were 16th Combat Aviation Brigade (16th took place of another
batch of four from 1-111th
available during their escort missions CAB) consisted of 12 to 14 AH-64Es
AVN provide a vital lift
for protecting US Army Special Forces out total 20 AH-64E Guardians in
capability to Task Force
convoys or military advisors and even its inventory which were delivered Saber which increases the
CH-47Fs of US Army during their flights in 2016. Furthermore the Guardians, capability and mobility
in Iraq. Also two AH-64Ds in each one five RQ-7Bv2 UAVs of the Squadron of Combined Joint Task
of Erbil and Camp Taji were 24/7 at were deployed to Iraq to be used in Force – Operation Inherent
Resolve. (Capt. Stephen
Quick Reaction Alert to confront any conjunction with the Guardians.
James/USAF)
sudden attack of terrorists to these two On 28th November 2016, the first
strategic bases or regions. batch of six AH-64Es of 4-6th CAV
were transferred by a C-5M of 22nd
Airlift Squadron (22nd AS), 60th Air
TASK FORCE SABER Mobility Wing with 87-0032 serial
After eight months, deployment of number from Joint Base Lewis–
the Task Force Dragon consisted of McChord (JBLM) to an undisclosed area
almost twelve AH-64Ds of 1-10th AVN in Middle East to be used for a secret
was completed in December 2016. mission. The air base is believed to be
During a change of authority ceremony al-Udeid AB in Qatar, where the second
at Camp Taji, Task Force Saber took batch of AH-64Es were also transferred
responsibilities of the Dragon. Task and then assembled. From Qatar, they
Force Saber was consisted of units from flew to Kuwait and then to Camp Taji
various US Army regiments, but its main in Iraq to be attached to 29th CAB
USAF C-5M with 87-0032 s/n assigned
to 22nd Airlift Squadron, 60th Air
Mobility Wing can be seen while
loading first four AH-64Es of 4-6th
CAV. at Joint Base Lewis-McChord to
deploy them to Middle East to take
part in Operation Inherent Resolve on
28th November 2016. (US Army)
USMC’s MV-22Bs
from Marine Medium
Tiltrotar Squadron - 165
and form Task Force Saber. Few days COVERT OPERATIONS IN SYRIA
(VMM-165), airdropped
after their arrival in Iraq, the Task Force On 17th January 2017, president
supplies for US Special
Forces and SDF in Syria Dragon and its troops returned home Obama chaired in his final National
here is a training for that on 16th December 2016. Security Council meeting and in one
in Jordan on 9th March While the main operating base of the of his last acts as commander in chief,
2017. (Staff Sgt. Dalton Task Force Saber was Camp Taji, eight he approved the deployment of two
Smith/ US Army)
of its AH-64Es were forward deployed to three Apache Attack helicopters to
to two specific locations in Iraq, first the Syria. Following to this decision, two
Erbil International Airport and secondly AH-64Es of Task Force Saber in Erbil
to recently recaptured Qayyarah West were forward deployed to Lafarge
airfield in South of Mosul. Iraqi Army Cement Factory near Kobani where the
has recaptured the airfield from ISIL US Army Special Operations Forces
during Mosul offensive on 9th July 2016 had set a forward operating base since
and turned it to a strategic launch pad November 2016.
for ongoing offensive. Since December Firstly, the Guardians were used
2016, following to construction work of to escort the MH-47Gs of the United
US Army and Iraqi Army engineering States Army 160th Special Operations
units to repair some parts of the Aviation Regiment (Airborne), 160th
airport, Iraqi Army Aviation Corps SOAR (A) during their flights to Syria as
(IqAAC) turned it to its main forward well as the UH-60M Medical Evacuation
operating base during the battle of helicopters belonging to A Company,
Mosul. Satellite images from the airfield 2nd General Support Aviation Battalion,
showed presence of two Mi-28Ns, three 149th Aviation Regiment as well as
Mi-17s and three Mi-35Ms as well as four HH-60Ms of C company, 1st Battalion,
EC635T2s and AI-407s all from IqAAC 111th Aviation Regiment on deployment
on 6th December 2016. at Lafarge Cement Factory during their
(Staff Sgt. Dalton Smith/ US Army)
When landing of MV-22Bs were not

possible due to threats of ISIL’s machine
guns and unguided rockets, the VMM-
165’s aircrews were airdropping supplies
for the SDF and US Special Forces
near their frontlines in Syria. Here is a
training for that on 9th March 2017.
(Staff Sgt. Dalton Smith/ US Army)
One of the last missions carried out by an AH-64E of 2-4th CAV. during
OIR was to provide a simulated close air fire in support of a ground force
during close combat attack training led by Australian army trainers at the
Besmaya Range Complex, Iraq, August 2, 2017. 13 days after this picture,
the Task Force Saber mission was ended during OIR and its responsibilities
were granted to C Troop, 2nd US Cavalry Regiment which now has eight
AH-64Es in Syria and Iraq. (Cpl. Tracy McKithern/ US Army)
U.S. Army Soldiers assigned to 4th Squadron, 6th Cavalry
Regiment, 16th Combat Aviation Brigade, prepare to launch a
RQ-7B Shadow Tactical Unmanned Aircraft System to be used in
conjunction with the AH-64Es of 4-6th CAV. from Qayyarah West
Airfield, Iraq, May 22, 2017. (Staff Sgt. Heidi McClintock/US Army)
USAF C-5M with 87-0032

s/n assigned to 22nd
Airlift Squadron, 60th MEDEVAC missions carrying wounded of Raqqa was released by ISIL on 21st
Air Mobility Wing can troops from Syria to Iraq or from Raqqa March 2017. During the AH-64Es close
be seen while loading battle front to the other US Army air support missions in Syria always a
first four AH-64Es of Special Forces forward operating base MQ-1C “Gray Eagle” of D Company, 10th
4-6th CAV. at Joint Base
in North of Sarrin, Syria. Combat Aviation Brigade flying from
Lewis-McChord to deploy
them to Middle East to
In numerous cases two AH-64Es Al-Asad Air Base was airborne and
take part in Operation were stationed at the Lafarge Cement assisting the AH-64E crews in detecting
Inherent Resolve on 28th factory for period of five to seven and locating targets before eliminating
November 2016. (US days to be called for Close Air Support them via AGM-114K ATGMs.
Army)
missions by the US Army SOF and SDF In the days after their first public
during battle near Raqqah. First time appearance in Syria, they took part
a picture of the AH-64E while was in Battle of Tabqa which was part of
providing fire support for SDF in east Raqqa offensive during which the SDF
Soldiers of D Troop, 4th Reconnaissance
Squadron, 6th Calvary Regiment work on their
individual sections of the AH-64E during the
500-hour phase maintenance in Camp Taji on
April 29. The 500-hour phase maintenance of the
helicopter is where a crew systematically takes
apart specific sections of the Apache to clean,
inspect, repair or replace parts of the AH-64E.
(Staff. Sgt. Isolda Reyes/ US Army)
Members of the Iraqi security force load onto a
CH-47F Chinook helicopter fielded by the 29th
Combat Aviation Brigade at Camp Taji Military
Complex, Iraq, July 19,2017. The ISF trained with
their U.S. counterparts in the 82nd Airborne
Division’s Task Force Red Falcon and the 29th
CAB on security procedures involving aircraft
and met to schedule future partnership events.
(Capt. Stephen James/US Army)
USAF C-5M with 87-0032
s/n assigned to 22nd Airlift
Squadron, 60th Air Mobility captured Tabqa Dam, al-Thawrah city, from evening to mid-night, a pair of
Wing can be seen while
Tabqa Airbase and the surrounding AH-64Es targeted various ISIL targets
loading first four AH-64Es
of 4-6th CAV. at Joint Base
countryside from ISIL between 22nd including two VBIEDs in North and
Lewis-McChord to deploy March and 10th May 2017. On 22 March, then inside the city of Raqqa on 17th
them to Middle East to the SDF began an assault to capture April. Two days later, it was the time for
take part in OIR on 28th the Tabqa Dam, al-Thawrah (Tabqa) Syrian Arab Air Force to destroy various
November 2016. (US Army)
city, and the Tabqa Airbase. 500 SDF ISIL targets in Raqqa via its Su-22M4
fighters and 500 US Special Forces fighter-bombers and also Russian Air
from CJTF–OIR were airlifted by five Force via its gunship Ka-52 helicopters
USMC’s MV-22Bs from Marine Medium in south of the city.
Tiltrotor Squadron 165 (VMM-165) After battle of Tabqa, Task Force
across the Euphrates river and Lake Saber provided fire support for the
Assad, and were dropped on coalition forces in numerous cases.
the Shurfa Peninsula to the west of Several of them are known including
Tabqa city in several sorties. In that one which occurred on 16th June, when
night, two AH-64Es of 4-6th CAV. SDF was attempting to enter the Old
were used to protect the Ospreys and city of Raqqa from the East of the city,
coalition forces. an AH-64E provided fire support for
On 12th April 2017, ISIL carried out them while an 1-111th AVN’s HH-60M
a SVBIED attack near Raqqa killing evacuated wounded troops. In another
and wounding 20 YPG and US troops. known case, an AH-64E was used to
Subsequently three helicopters most destroy one ISIL’s SVBIED in southwest
likely MV-22Bs and HH-60Ms were used front of Raqqa on 26th July 2017. In that
to evacuate the killed and wounded day ISIL/ Daesh attacked SDF with four
troops in East of Raqqa while the Task SVIEDs in that region, but thanks to
Force Saber’s AH-64Es were monitoring the Guardians which conducted several
the area in the vicinity. Five days later strikes engaged eight ISIS tactical units
Two U.S. Army CH-47F Chinook
helicopters assigned to B
Company, 1st Battalion, 111th
Aviation, prepare to land near
Mosul, Iraq, Feb. 5, 2017. (Spc.
Craig Jensen/ US Army)
Pilots from Bravo Troop,
4th Squadron, 6th
Calvary Regiment, Task and destroyed five vehicles, and four advisers and troops. During their flights
Force Saber conduct pre-
fighting positions. across Iraq, the Apaches were usually
flight checks on an AH
protecting them. The CH-47Fs stationed
64E Apache helicopter
before a routine combat in Erbil were 08-08054, 08-08767,
patrol at Camp Erbil, Iraq, KEY ROLE IN BATTLE OF MOSUL 10-08807 and 12-08099. Four more
Jan. 10, 2017. (Spc. Craig Started in summer 2016, the US CH-47Fs from same unit are based in
Jensen/US Army) Army’s Apache Helicopters were used Camp Taji.
in Battle of Mosul in support of coalition Between April 2016 and 20th
forces on the ground. Mostly the January 2017, US Army’s Apache and
detachment of four to six Apaches of Guardian attack helicopters fired total
Task Force Dragon in Erbil was regularly 150 AGM-114K ATGMs at ISIL during
being used in CAS (Close Air Support) Mosul offensive. On 18th February
missions until end of 2016. For example 2017 a day before start of West Mosul
on 8th December 2016, it was reported Operation, while IqAAC’s AI-407s were
an Apache helicopter escorting a in use in a CAS mission in support of
CH-47F and a M.134 machine gun Iraq’s Popular Mobilization Units (PMU)
equipped UH-60L were proving CAS to defeat an ISIL’s attack at Ain Talawi,
and logistical support for Kurdish forces west Tal Afar, the Task Force Saber’s
during Mosul offensive. AH-64Es and two IqAAC’s Mi-28s
US Army had and still has (when precisely destroyed various ISIL targets
this article was written) four CH-47Fs in west of Mosul.
assigned to 29th CAB and stationed in On 5th March 2017, when the fierce
Erbil all belonging to the B Company, battle was in its peak in Mosul and
1st Battalion, 111th Aviation Regiment heavy casualties had been imposed
to be used by CJTF-OIR’s military on ISIL, its commander Abu Bakr
Pilots from Bravo Troop,
4th Squadron, 6th
Al-Baghdadi reportedly ordered all Iraqi role in West Mosul due to waves of Calvary Regiment, Task
Force Saber conduct pre-
Daesh commanders in Mosul and Tal suicide bombers and car bombs.
flight checks on an AH
Afar to be stripped of their positions. Forward Air Control teams of Bravo
64E Apache helicopter
But this didn’t impact on Jihadists Troop, 4-6th CAV. requested at-least before a routine combat
morale who were trapped in Mosul. one to two daily CAS sorties which patrol at Camp Erbil, Iraq,
In that day Daesh carried out heavy were carried out by the AH-64Es on Jan. 10, 2017. (Spc. Craig
counter-attack via use of seven SVBIEDs deployment at Erbil and Qayyarah West Jensen/US Army)
(Suicide Vehicle-Borne Improvised in following weeks until ISIL was fully

Explosive Device) but thanks to an trapped in the old city of Mosul in June.
IqAAC’s Mi-28NE flying from Qayyarah
West an ISIL’s SVBIED was destroyed
via an Ataka-M ATGM in Farouq street, FIRST AH-64E MUM-T
North of the Mosul airport while a pair CAPABILITY AT OIR
of US Army AH-64Es reportedly flying After liberation of Mosul Major
from Qayyarah West provided support James Brant, the operations officer
to Iraqi forces in Danadan and Dawasa for Task Force Saber explained
neighbourhoods in West Mosul. In that about role of the task force and first
day, their pilots and gunners destroyed MUM-T (Manned-unmanned teaming)
at-least two ISIL’s SVBIEDs precisely via experience in Operation Inherent
using live data feed from RQ-7Bv2s. Resolve: “AH-64E Apache [of 4-6th
On 13th March 2017, again another CAV] is best platform of choice to fight
pair of AH-64Es appeared over Mosul in this environment [battle of Mosul],
and supported Iraqi Special Forces in The Iraqis wanted Apaches there as a
Old City. Three days later, the AH-64Es message to ISIS.”
as well as US land forces took larger The Apache helicopters were paired
USAF C-5M with
87-0032 s/n assigned
to 22nd Airlift
Squadron, 60th Air
with the RQ-7Bv2 Shadow Unmanned Van Loan. He also added “The 4th
Mobility Wing can be Aerial System which performed Sqdn., 6th Cav. Regt., attacks the
seen while loading first reconnaissance and surveillance for the enemy in a time and place of our
four AH-64Es of 4-6th Coalition. Chief Warrant Officer 4 Paul choosing, in a place he does not expect
CAV. including this one
Van Loan, the 4th Sqdn., 6th Cav. Regt., us to attack.”
with 13-03002 serial
UAS operations technician said: “The Use of the RQ-7Bv2s and AH-64Es
number at Joint Base
Lewis-McChord to Shadow identifies enemy personnel in combat by the Task Force Saber
deploy them to Middle and hands the target off to the fires reduced the time for target detection,
East to take part in platform to strike it”. These combat and elimination and increasing
OIR on 28th November vehicles include the AH-64E Apache effectiveness and quality of Close Air
2016. (US Army)
and the 29th CAB’s MQ-1C “Gray Eagle” Support sorties carried out by the 4-6th
unmanned aircraft from D Company, CAV. “Our guys were the quickest from
10th Combat Aviation Brigade. The identifying to prosecuting the target,”
Shadow, worked in tandem with said Capt. Jay Laing, commander of B
these fires assets, proved to be highly troop, 4th Sqdn., 6th Cav. Regt. “We
effective and “took it to ISIS in areas focus operationally, are aggressive and
they thought they were safe” said have tactical curiosity. There is a fight
out there and we want to be involved at the Besmaya Range Complex, Iraq on
with it,” said Van Loan regarding the 2nd August.
MQ-1C UCAV operators. Later while it was expected that
the Bravo Troop, 4-6th CAV transfer
its authorities to a new Apache unit of
END OF THE DEPLOYMENT US Army Aviation on 15th August, but
On 31st July, the first group of 4-6 remaining number of the squadron’s
Heavy Attack Reconnaissance Squadron AH-64Es were seen active in Raqqa
redeployed (returned) their home after battlefront on 13th August. In that day,
an almost eight months deployment. they gunned down an ISIL’s fighting
Two days later, the last group of 4-6th position inside Raqqa city center killing
CAV carried out one of their last ten of the Jihadists in support of SDF
missions in Iraq using one AH-64E with troops on the ground. It is still not
13-03007 serial number (c/n NM007) known when exactly the deployment
for a simulated close air support of 4-6th CAV will end in Iraq and
mission during a close combat attack Syria, but it is known that the US Army
training led by Australian Army trainers will operate Apache and Guardian
168281 was one of five
USMC’s MV-22Bs from
Marine Medium Tiltrotor
helicopters in support of Operation Attack Reconnaissance Battalion at
Squadron (VMM) 165 Inherent Resolve until complete Joint Base Lewis-McChord, Washington,
takes transported 500 recapture of Raqqa from ISIL or Daesh. became the first unit of US Army
US Special Forces and Now AH-64E is backbone of US received its first six AH-64Es in May 2013
SDF troops across
Army’s attack helicopter fleet with while the 4-6th CAV has been the last
Euphrates river and
almost 120 examples in service of 1-14th unit received its 20 AH-64Es in 2016.
Lake Assad during
battle of Tabqa on 22nd AVN, 1-101st AVN, 1-229th AVN, 3-101st Now following to liberation of Mosul
March 2017. Here it can AVN and 4-6th CAV. A fully digitalized as well as frequent victories of Coalition
be during a training attack helicopter with the latest and SDF in Raqqa offensive, role of
mission most likely technologies such as a new improved US Army Aviation is being gradually
in Jordan almost two
drive system, composite rotor blades reduced to zero. It is believed that still
weeks after Battle of
Tabqa on April 5, 2017.
and most important than others a level six AH-64Es are on deployment in Iraq
(Master Sgt. Benjamin 4 MUM-T enabling its pilots to have and Syria beside eight CH-47Fs, two
Wilson/USAF) control of the flight path and payloads UH-60Ls, four HH-60Ms, and eight
of MQ-1C Gray Eagle UCAV which was UH-60As in Erbil, Qayyarah West,
tested in combat for first time during Camp Taji and Larage cement factory of
Mosul and Raqqa Offensive operations Kobani. Fall of Raqqa will possibly lead
by the 4-6th CAV. to withdrawal of all AH-64Es from Iraq
Now almost 120 out of total 690 and Syria, leaving MQ-1Cs of US Army
AH-64Es ordered by US Army are as the last weaponized vehicles of US
manufactured from older AH-64A and Army Aviation in the Operation Inherent
AH-64D airframes by Boeing. 1-229th Resolve. v
US ARMY VH-60M
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www.heliopsmag
.com
www.heliopsmag
.com
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S TO RY BY B A B A K TAG H VA E E
25 RED is a
Mi-8MTV-5-1 from
549th Air Group of
Russian Air Force.
549th Air Group
or Army Aviation
Base and its two
detachments in
Pribylovo and
Levashovo became
the first units of
Russian Air Force to
receive serial produced
Mi-8MTV-5-1s in 2011.
(Photo by Sergey
Kuznetsov)
Russian Air Force’s Mi-8MTV-5-1 during open-
water competition for pontoon bridge units
in Murom, Russia, as a part of International
ARMY-2016 games on August 6. (Photo by
54 HELIOPS
Gennadiy FRONTLINE
Dudishkin/ Russian MOD)
M
i-8MTV-5-1-1 is one of
two members of Mil
Mi-8 Hip helicopter
families which is widely
in use by the Army Aviation units of
Russian Air Force since 2012. A product of
Joint Stock Company Kazan Helicopters, TOP: One of four
Mi-8MTV-5-1s of 549th
this multirole medium sized helicopter is now backbone of the Russian Army
Army Aviation Base at
Aviation transport helicopter fleet. Once the helicopter passed all of its state tests Levashovo Air Base. They
in Torzhok and other air bases, the Russian Ministry of Defense placed an order are stationed there to be
used mainly for Search
for 140 examples of that alongside with 134 Mi-8AMTSh were for use by Russian and Rescue and Transport
Air Force on 1st March 2011. Deliveries started in 2012 and by June 2017, total duties since 2016. (Photo
by Sergey Kuznetsov)
100 out of 140 ordered examples were handed over Russian Air Force’s Army
Aviation Units across the country. This article tells you how this helicopter has BOTTOM: Mi-8AMTSh has
only slight differences
gradually took place of ageing Mi-8Ts and Mi-8MTs of Russian Air Force over with Mi-8MTV-5-1 which
the past five years and will let you know more about its operational and technical is a mount for installation
of powerful searchlight
capabilities.
under the nose for night
SAR missions. It has
also slight difference
with Mi-8MTV-5-1 in its
BACKGROUND electronical systems.
Before Soviet Union collapse, it was planned to replace all of the Mi-8s across (Photo by Savistky Vadim/
Russian MOD)
the country with a more modern and capable medium transport helicopter named
Mi-8M which was later renamed as Mi-38 in 1990’s. Mil OKB was contracted by
the Soviet Union Ministry of Defense to work on the new helicopter on 30th July
1981. Mi-38 development was delayed due to financial problems and finally it lost
its public funding on 18th December 1992 forcing its developer and designer, the
Kazan Helicopter Plant to approach European company Eurocopter to restart the
project after formation of Euromil consortium in 1994.
The Russian Air Force lost interest in the Mi-38 after USSR Collapse but
instead the Kazan plant launched various projects for modernization of the
Mil Mi-8 helicopter to meet the needs of the Russian Air Force in 2000’s. The
Mi-8MTV-1 equipped with powerful TV3-117VM turboshaft engines which
was developed on basis of lessons learnt from weaknesses of Mi-8T and
Mi-8MT helicopters equipped with weaker TV2-117A and TV3-117MT engines
during Afghanistan war. Mi-8MTV-1 which had been manufactured by Kazan
Mi-8MTV-5-1s of Russian Air Force’s
549th Army Aviation Base with 12
and 14 RED side numbers during an
exercise while both are equipped
with B-8V20 rocket pods. (Photo by
Andrei Zinchuk/ Russian MOD)
Mi-8MTV-5-1 large side doors are
providing fast-roping capability for
airborne troops. Here the 36 RED/
RF-90673 from Kursk demonstrate
this capability during ARMY-2016. (No.387) helicopter manufacturing plant since 1988, was chosen as platform for
(Russian Helicopters official photo) development of new medium sized transport helicopter for military use.
Mi-8MTV-2 another derivative of the Mi-8MTV entered the Kazan plant
manufacturing line only a year before the USSR collapse. Furthermore, having
enhanced armour protection and upgraded avionic systems such as new radio
in comparison with MTV-1, its cargo hold had space and seats for 30 troops
instead of 24. This helicopter was selected as platform for development of new
member of Mi-8 helicopters family for use by the Russian Air Force in early
1990’s. The new Mi-8 helicopter variant, named as Mi-17MD was planned to have
improved flight and operational characteristics, more reliability for operations in
all weather conditions.
Mi-17MD was equipped with a SLG-300 retractable hoist beside its left side
door which was also more widened for SAR ops. The hoist had capability to pick
up two persons during SAR missions. It had a second front-entry door located
in right side which caused displacement of its KO-50 on-board heater from front
side of its right fuel tank to above the new side door. It was also equipped with
three-piece aft cargo door with square shaped empennage with a lower part
retractable via hydraulically operated actuators.
First Mi-17MD prototype was manufactured from a Mi-8MTV-GA prototype
first flown in 1994 which was actually a Mi-17M prototype with CCCP-95448
register before manufactured in 1991. With RA-70937 civil register, the Mi-17MD
was for first time unveiled to public during 36th Paris Air Show in June 1995
and quickly after that in August during MAKS 95 airshow and then Farnborough
Air Show of 1996. In 1997, the prototype was equipped with new one-piece
hydraulically operated ramp door also its Electro-Optical system or FLIR camera
installed under its nose was removed. In this new form, the RA-70937 while was
painted in Russian Air Force colors was unveiled to public for first time in August
1997 during Moscow Air Show or MAKS 97.
58
Mi-17V-5 V prototype with 742 BLACK side number was
demonstrated by Kazan Helicopters during ARMY-2017.
(Photo by Babak Taghvaee)
One of four Mi-8MTV-

5-1s of 549th Army
Aviation Base detached
to the Levashovo
airport. (Photo by
Sergey Kuznetsov)
L370-5 (a.k.a PRESIDENT-S) DIRCM which is proposed to be installed on Mi-8MTV-5-1 V

the upgraded version of Mi-8MTV-5-1. (Photo by Babak Taghvaee)
Not all of Mi-8MTV-5-1s are in two

tone olive camouflage some of them
including this one with 23 WHITE side
number are in overall gunship grey
camo. This one belongs to 15th Army
Aviation Base. (Photo by Sergey
Kuznetsov)
549th Army Aviation Base’s Mi-8MTV-5-1 with 23 RED side
number can be seen flying near Levashovo in harsh weather.
It has No Mushroom-Shaped Dust protection Device on its
engine air intakes because the area of its operarions in Saint
Petersburg Oblast. (Photo by Sergey Kuznetsov)
Mi-8MTV-5-1 hasn’t capability of
carrying large rescue searchlight under
its nose like Mi-8AMTSh, but it has NVG
compatible instrumentation with Green The Mi-17MD prototype later received two new designated names,
dim light for night flights. (Pictures by Mi-8MTV-5 and Mi-17V-5 (export name) and publicly presented with these names
Sergey Kuznetsov)
during MAKS 2001. This helicopter which was finally named Mi-17V-5 was heavily
damaged in an accident during a presentation in Chile on 4th June 2002. Two
years before production of Mi-8MTV-5 was launched in Kazan plant after start of
design and manufacture of new jig and fixtures and special tools for production
of its new parts. At same time a further series of improvements happened in the
Mi-8MTV-5 design such as a new stretched “dolphin” nose or radome to house
a larger and more capable weather radar instead of smaller and older chin-
mounted radome of Mi-8MTV-1.
62
Two of Mi-8MTV-5-1s under production
for Russian Air Force at Kazan
Helicopters plant in August 2017. They
can be distinguished from Mi-17V-5s
with their large chaff/flare dispenser
modules behind their engine air
intakes. (Photo by Babak Taghvaee)
8A813C Kontur-10C weather radar installed under nose cone of a RuAF’s

Mi-8MTV-5-1 under production at Kazan Plant in August 2017. (Photo by
Babak Taghvaee)
This is 97322 a Mi-8MTV-5-1 under production for RuAF at Kazan

plant. Is planned to be delivered in 2018. (Photo by Babak Taghvaee)
One of two Mi-8MTV-5-1s of RuAF in final

assembly line of Kazan Helicopters plant while
has even its pylons and mounts installed. This
one is planned to be delivered RuAF by end of
2017. (Photo by Babak Taghvaee)
RF-24774 and RF-24775,
two Mi-8MTV-5-1s of 378th
Army Aviation Base of RuAF
at Vyazma during landing at The new design revisions of the Mi-8MTV-5 (Mi-17V-5) was introduced to the
Kubinka in May 2017. (Photo by Ulan-Udeh factory as well, the manufacturer of the Mi-8AMT (Mi-171), an assault
Fyodor Borisov/ Russian MOD)
variant of the Mi-8MT resulting creation of Mi-8AMTSh (Mi-171Sh) equipped with
one piece ramp cargo door and two side doors as well as the LPG-300 rescue
hoist. But still based on customer request the older two-pieces clam-shell aft
cargo doors were still available for installation on both Mi-17V-5 and Mi-171.
TECHNICAL CAPABILITIES
Mi-8MTV-5 multipurpose helicopter is a modernization of Mi-8MTV rotorcraft,
which has acquired a positive reputation during its operation in many countries
of the world. Helicopter has advanced performance and is fitted with dolphin
type nose, ramp, additional right sliding door, left widened sliding door. The
Mi-8MTV-5 is a single-rotor scheme helicopter with tail rotor. The helicopter is
powered by two TV-3-117VM gas turbine engines with take-off power 1,900hp
(also can be equipped with VK-2500-03 engines) that provide high flight safety
level as the flight is possible in case of one engine failure. Helicopter has main
rotor with five blades and tail rotor with three blades.
64
Mi-8AMTSh manufactured by
Ulan-Udeh factory is primarily
in use for airborne assault. It has
a large searchlight under nose
usable for night flights specially
during search and rescue
missions. (Photo by Vadim
Savitsky/ Russian MoD)
26 RED is one of four Mi-8MTV-
5-1s of 549th Army Aviation
Base stationed in Lavashovo
Air Base since 2016. (Photo by
Sergey Kuznetsov)
39 RED/ RF-24774 and 40 RED/
RF-24775, two Mi-8MTV-5-1s
of 378th Army Aviation Base of
Helicopter is manufactured in basic transport Mi-8MTV-5 (without armament
RuAF at Vyazma during landing
at Kubinka in May 2017. (Photo by provisions) and military transport Mi-8MTV-5-1 (with provisions for armament)
Fyodor Borisov/ Russian MOD) equipped with KSS-28N-2 communication system. For transport mission, it can
carry a cargo inside the cabin up to 4,000kg or large sized cargoes up to 4,000kg
by external sling. For Search and Rescue and also medical evacuation, it has the
LPG-300 hoist to lift 300kg cargo (two people) during hovering at height of up to
50-55m and also an LPG-150 hoist to lift 150kg cargo (one person) up to 40m.
Mi-8MTV-5 can transport up to 36 paratroopers and soldiers with
equipment. It can also transport up to 12 casualties (injured) on stretchers
with medical attendant or can carry both injured troops in sitting and on
stretcher simultaneously during MEDEVAC missions. For parachute jumping
or para-trooping its ramp door can be removed and safety barriers can be
installed enabling 19 troopers to drop through sliding doors and cargo door.
Simultaneously, it lift up to seven cargo bags (weight of each bag less than
100kg) which can be dropped by means of SU-R release devices.
For self-protection against the MANPADS and air to air missiles, the
Mi-8MTV-5 is equipped with L166V-11E Ispanka (Hot Brick) microwave IR
jammer and 32-round 26 mm UV-26M or UV-26S-02 chaff/flare launchers
installed on the top of its main fuselage. For close air support and any other
kind of combat missions, it can be equipped with six pylons in both sides able to
carry B-8V20 rocket launchers (carrying 20 S-8 unguided 80mm calibre rockets),
UPK-23-250 gun pods equipped with GS-23L cannon and 250 rounds,
KMGU-2 munitions dispenser as well as various unguided or iron bombs with
maximum 500kg weight. Unlike Mi-8AMTSh assault variant manufactured by
Ulan-Udeh, Mi-8MTV-5s can’t carry and launch 9M120 Ataka ( AT-9 Spiral-2)
anti-tank missiles.
The Mi-8MTV-5 has 8A813C Kontur-10C for weather and navigation with ability
to detect dangerous areas of convectional clouds and storm activity. It has a
A813-0106 240mm x 380mm slot array antenna installed in the dolphin nose cone
or radome with 25 dB amplification power and ± 45 degrees or ± 60 degrees
azimuth scanning range weighting 4.0kg connected to a A813-5704 Transmitter-
68
84 and 85 YELLOW are two of several
Mi-8MTV-5-1s in service of 344th
Combat Training Center, 4 TsBP i PLS
(4th Center for Combat Employment
and Retraining of Personnel VVS) at
Torzhok. (Photo by Sergey Kuznetsov)
Receiver Unit with weight of 5.5kg.

installed in avionic bay behind the radar
which sends the information for display on
A813-0407 or 0408 CRT display for color-
imaging of the radar. Nowadays this 3.5kg
CRT display has given its place to A813-
0409 MFD with weight of 2kg which can
not only display color radar, but also TCAS
and TAWS data as well as navigation data
from navigation systems. The Kontur-
10C can automatically detect dangerous
meteorological condition at a distance of
150km. In case of turbulence, its detection
range (in automatic mode) is 100km.
IN SERVICE OF RUSSIAN
AIR FORCE
Kazan Helicopters manufactured
several Mi-8MTV-5-1s for Joint State Tests
of the Russian Ministry of Defense which This is 23 RED one of four
Mi-8MTV-5-1s of 549th Army
entered in service of various RuAF units. First of the pre-production example was Aviation Base at Levashovo.
20 RED with 96650 construction number was rolled out of the factory in 2007 It has No conventional
mushroom shaped dust
and was operated by the 549th Air Group (former 332nd Independent Helicopter
protection device on its
Regiment) at Pribylovo, Leningrad Oblast. The helicopter was later equipped with engine air intakes. It has
TV3-117VM-SBM1V engines and became izdeliye 835 in 2012 and underwent RWR antennas in front of
the chin bubbles as well as
joint state tests at Torzhok in 2013. armour around them. (Photo
In 2008, five more examples were manufactured and all entered the 549th by Sergey Kuznetsov)
Air Group at Pribylovo. In 2009, nine more examples with 96774 to 96781
construction numbers and also 96793 c/n were manufactured by Kazan and all
received 75 to 83 BLUE bort numbers. They entered in service of the 387th AA
AvB at Budennovsk and received RF-95659 to RF-95667 serial numbers.
Following the lessons learnt from the Georgian war in 2008 and when the
Russian Air Force commanders realized that the force needs a huge number
Thanks to its NVG
compatible Instrument
Panel, the Mi-8MTV-5-1
of new Mi-8 family helicopters to replace the ageing Mi-8MTs still in service,
has great Instrument
Flight capability. Here it decisions were made to equip the Army Aviation Units of the RuAF with
can be seen prior a night Mi-8MTV-5 and Mi-8AMT within ten years. First contract was finalized between
flight. (Photo by Sergey
Kuznetsov) Russian Helicopters and the Russian Ministry of Defense for 140 Mi-8MTV-5-1s
manufactured by Kazan and 132 Mi-8AMT (Various variants) manufactured by the
Ulan-Ude on 1st March 2011.
Soon first batch of serial manufactured Mi-8MTV-5-1s consisted of seven
examples with 41 to 47 RED bort numbers were handed over the 549th Army
Aviation Force Base in two cities of Pribylovo and Levashovo. Followed to them
seven more examples with 84 BLUE to 90 BLUE side numbers were completed
and handed over the 387th AvB at Budyonnovsk in 2011. Production of these
fourteen helicopters had been started in 2009. Five more examples with 14 to 18
RED bort numbers were also delivered the 549th AvB in 2013.
The 344th Combat Training Center of the 4 TsBP i PLS (4th Center for Combat
Employment and Retraining of Personnel VVS) at Torzhok which had received the
first pre-production examples of the Mi-8MTV-5-1s for joint state tests and also
instructor and test pilot trainings received two more examples with 96855 and
96935 construction numbers in 2011. In 2012, three more examples with 80, 84
and 85 YELLOW bort bumbers were delivered the training center at Torzhok.
By the end of 2012, total 35 Mi-8MTV-5-1s were delivered to the units in
Western District. Also in that year, several others were delivered units in Southern
Military District within framework of the state defense order. In 2013, the next
batch of Mi-8MTV-5-1s were delivered to newly formed 15th Army Aviation
Brigade of the RuAF at Ostrov. According to the statistics twelve first examples
70
of Ostrov with 97131 to 97142 construction numbers and 19 to 30 WHITE side
numbers respectively were rolled out of the factory between 16th August and
4th October 2013. They were painted all in overall gunship grey camouflage.
Sixteen more examples were manufactured and delivered the newly formed
Army Aviation unit in Ostrov in 2014. First batch was consisted of ten examples
with 31 to 40 WHITE side numbers were delivered on 16th January 2014 and
second batch of six with 57 to 62 WHITE side numbers later that year. 19 WHITE
(c/n 97131) was later lost during an instrument flight training mission within 4.5km
distance from its air base at Ostrov on 8th February 2016. Reason of the accident
was main gearbox failure shortly after take-off which resulted death of all four
crewmembers during that training flight.
KEEPING THE AIRCREWS COMBAT READY

Five months after formation of the 15th Army Aviation Brigade, on 2nd April
2014, two Mi-8MTV-5-1s and two Mi-24Ps of the unit took part in a training
exercise of the Russian Army in the Western Military District during which they
provided fire support for units of the Airborne Forces from Kresty airfield where
they had been deployed a day before. During the exercise, the Mi-8 pilots
practiced rocketry and gunnery and finally bombing against land targets in a
training landfill or range in the Pskov region. Total five Mi-8MTV-5s with ten sets
of aircrews took part in the three days exercise.
On 8th July 2014, for first time the ace Mi-8MTV-5-1 pilots from various army
aviation units of RuAF took part in exercise Aviadarts-2014. They flew with 344th
Depending on area of their
assignment and nature
of their mission, RuAF’s
Mi-8MTV-5-1s come in two Combat Training Center’s Mi-8MTV-5-1s during the exercise and carried out
different color schemes.
(Photo by Kirill Andreev/
rocketry and gunnery from Torzhok Air Base.
Russian MOD) Between 18th and 20th February 2015, the 549th Air Group as a part of the
549th Army Aviation Base at Pribylovo took part in tactical flight exercise at
Kingisepp aerial range and the Kirillovskoye combined-arms gunnery range at
Leningrad district. During the exercise, almost ten Mi-24PNs and Mi-8MTV-5-1s
were used by the aircrews to not only practice gunnery, rocketry and bombing
against targets within 500m to 5km distance in day and night rather designing
new combat tactics.
In June 2016, the Army Aviation Units in the South-Eastern Military District
took part in a flight and tactical exercise to simulate tactical insertion and assault
of the troops behind enemy lines. During the exercise, several Mi-8AMTSh
Terminator and Mi-8MTV-5-1s and total 20 sets of aircrews took part. The
Mi-8MTV-5-1s were from 387th AA AvB at Budennovsk. After insertion of the
troops in Tarskoe gunnery range in North Ossetia and Arzgir gunnery range at
Stavropol district, the helicopter pilots had to practice flight in low level, maintain
radio contact and GLONASS and road navigation as well as refuelling in pre-
planned temporary bases. They also carried cargo and ammunition and provided
close air support and escort for the troops on the ground.
During another flight-tactical exercise (LTU) which was this time hold in Western
Military District, 20 Mi-8MTV-5s, Mi-24PNs and Mi-35Ms from 549th Army Aviation
Base and Air Group practiced gunnery, rocketry and bombing in day and night at
Kingisepp aviation range in the Leningrad Region between 11th and 15th July 2016.
Main goal of the exercise was to check the readiness of the flight crew to perform
combat and special tasks for the combat purposes as well as practical training of
new tactical methods and full use of their combat capabilities.
PEAK OF MASS PRODUCTION BY KAZAN PLANT

JSC Kazan Helicopters mass produced the Mi-8MTV-5-1s faster than what
was scheduled in 2011. On 23th April 2014, the factory completed production of
total 7,500 Mi-8/17 family helicopters. The 7500th Mi-8 was a Mi-8MTV-5-1 with
72
86 YELLOW side number but with Mi-172
type clam-shell doors and aerials like a
Mi-8MTV-5-1 painted in two shades of
olive drab with light blue under side.
On 16th July 2015, during the ceremony
for acceptance of military products in the
National Defense Management Center at
Moscow, the Russian Helicopters holding
company handed over another batch of six
Mi-8MTV-5-1s equipped with new lighting
system for the flight deck to enable its
flight crew to use night vision goggles. The
helicopters are believed to be the 97305 to
97310 which received 38 to 43 RED bort
numbers and handed over the 378th Army
Aviation Base of RuAF at Vyazma.
On 13th May 2016, a batch of six
Mi-8MTV-5-1s were handed over the
Russian Air Force’s Southern Military
District while six more examples were
delivered another RuAF’s Army Aviation
Base this time in a Western Military
District on 16th December 2016. Two more
examples were delivered to another unit
which increased total number of delivered
Mi-8MTV-5-1s to 16 in 2016.
On 22nd February 2017, total sixteen The Mi-17V-5 V prototype
Mi-8MTV-5-1s with 01 to 16 YELLOW bort numbers were delivered 1st Aviation has a KNEI-8 integrated
avionic system consisted of
Squadron 48th Army Aviation Base of RuAF located in Kamensk Uralsky under four Multifunctional Displays
state defense order. Before that the unit was operating eighteen Mi-8MTs, (MFDs), Flight Management
System (FMS) and etc.
Mi-8MDs, Mi-8MTV-1s and Mi-8MTV-2s as well as two Mi-26Ts in its 1st, 2nd (Photo by Babak Taghvaee)
and 3rd Aviation Squadrons. Four of the ageing Mi-8s had reached their MTBO
(Meantime between Overhaul) and the rest were going to reach end of their
airframe’s life. After their arrival new Mi-8MTV-5-1s, five of the ageing Mi-8MTs
were withdrawn from service, the remaining ageing Mi-8s were entered in service
of the 2nd AE leaving 1st AE only equipped with new helicopters.
The 48th Aviation Base has also a 3rd Aviation Squadron which is stationed
in Danilovo Air Base. The 48th Army Aviation Base which was an Aviation Group
of RuAF’s 6980th AvB until 1st December 2011, has responsibility to take part
in search and rescue missions for recovery of Soyuz spacecraft occupants in
Kazakhstan since 2007.
On 7th June 2017, completion of 100th Mi-8MTV-5-1 out of 140 ordered
examples at Kazan Helicopters Plant was announced during visit of the Deputy
Minister of Defense of Russia, Yuri Borisov. Production of 40 more examples are
planned to be completed until 2020. In next month on 26th July, a new batch of
six Mi-8MTV-5-1s were delivered RuAF ahead of schedule after passing all of
their post-manufacture FCF (Functional Check Flight) and flight and ground tests.
MI-8MTV-5-V
Based on the lessons learnt from the war in Syria, JSC Kazan Helicopters has
A pair of 549th Army
Aviation Base Mi-8MTV-5-
1s equipped with B-8V20
rocket pods. (Photo by
developed a new variant of the Mi-8MTV-5/ Mi-17V-5 helicopter more intended
Sergey Kuznetsov) for export rather than being sold or used by Russian Air Force. The new variant
name is designated as Mi-8MTV-5 V with export name of Mi-17V-5 V. The
helicopter is visually different with the Mi-8MTV-5 with a FLIR or EO/IR system
installed under nose, President-S DIRCM under the pylons and tail boom as well
as new PUREAir air intake dust filters. Unlike the RuAF’s Mi-8MTV-5-1s which
have conventional analogue instrumentation to lower the costs of manufacture,
the Mi-17V-5 V has a KNEI-8 integrated avionic system consisted of four
Multifunctional Displays (MFDs), Flight Management System (FMS) and etc.
This helicopter is equipped with more powerful Russian-Made VK-2500PS-03
type engines each with 2,400hp power instead of Ukrainian made TV3-117VM
with 1,900hp power. The engine is also equipped with BARK-6B-7S FADEC (Fully
Digital System with Flow Control). The new engines caused installation of more
powerful VR-17 gearbox instead of VR-14. The new gearbox can work up to 20
minutes after loss of its oil in emergency condition. The new helicopter has also
stronger Safir-5K/G APU instead of Ai-9V APU with ability to start the engines at
altitude of 6,000m (19,685ft) without any problem.
The L370-5 (a.k.a PRESIDENT-S) installed on Mi-8MTV-5 V is a Russian Infrared
Countermeasures System of the DIRCM (Directional Infrared Counter Measures)
variety, designed to protect aircraft and helicopters by jamming the missile
guidance of IR (heat seeking) missiles by laser and radiofrequency/ electronic
jamming of the missile seeker of mostly MANPADS such as Russian made Igla and
US Made Stinger. The system has been successfully tested in the war in Syria and
showed its efficiency on-board RuAF’s Mi-8AMTShV Combat Search and Rescue
Helicopters since 2015.
74
The new helicopter has also a new fit
and forget PUREAir dust protection filter
system manufactured by Pall Corporation
similar to the one installed on Mi-171A2
instead of Mushroom shaped conventional
DPDs. It increases flight safety, and
engine power compared to the activated
Dust Protection Unit (DPU) ‘mushroom’
separator system. It prevents engine
erosion and protects the engine from
Foreign Object Damage (FOD) and allows
pilots to conduct brownout landings in the Mi-8MTV-5-1s of RuAF’s
15th, and 378th Army
safest way rather than the quickest way. It can also be installed all year round Aviation Bases as
snow and ice protection and minimize Hot Gas Ingestion (HGI) and reduce power well as 344th Training
Center are inseparable
loss due to uniform airflow distribution. participants of annual
Victory Day parade.
(Photo by Russian
Ministry of Defense)
FUTURE OF THE FLEET
The Mi-8MTV-5-1 service life limit is 7,000 hours or 25 years of operation
which can be extended to 35 years in case of renewal or lifetime extension
if needed. Meant Time Between Overhaul (MTBO) of the Mi-8MTV-5-1 is not
significantly different from the older Mi-8MTVs or even Mi-8MT. It is 1,500 hours
or eight years of operation in temperate climate (seven years in tropical climate)
until first overhaul and seven years in temperate climate (six years in tropical
climate) before next overhauls. Their TV3-117VM engines service life limit is 4,500
flight hours and can be operated for 1,500 hours until its first overhaul while their
next MTBO is also 1,500 flight hours. There are still huge numbers of spare parts
available for the engines and even its Ukrainian manufacturer is still supplying
Russian MoD with the spare parts and technical support for the engine.
It is expected that the Army Aviation Units of the Russian Air Force operate
the Mi-8MTV-5-1 fleet until end of 2040’s. If No replacement solution will be
found for them, they can be operated even until end of 2050. According to
the CEO of Kazan Helicopters Plant (part of Russian Helicopters) Vadim Ligay
during his interview with the author on 24th August 2017, “production of Mi-38T
transport helicopter for Russian Ministry of Defense will not cause termination of
Mi-8/17 production lines in Kazan Helicopters”. He added “Mi-38T will be used
beside current fleet and future generations of Mi-8 in Russian Air Force”.
No new Mi-8MTV-5 V are planned to be ordered by Russian MoD in-order
to be used by the Russian Air Force, but the current fleet of Mi-8MTV-5-1s will
be slightly modernized in the level in a three to five years period from 2018.
“Renovation of the helicopter fleet of the Ministry of Defense of Russia is one of the
priorities of the holding company Helicopters of Russia. One of the key projects
that we are implementing in the interests of the Russian military department is the
modernization of the Mi-8MTV-5-1 helicopters. The machines will be equipped
with a new auxiliary power unit, as well as receive advanced radio-electronic
and navigation equipment. All these improvements will significantly improve the
flight and operational characteristics of the helicopter” said Andrey Buginsky, the
general director of the holding Company Russian Helicopters.
Now Russian Air Force operates almost 105 Mi-8MTV-5-1s in service of four
Army Aviation Bases, one Army Aviation Group, one Army Aviation Brigade and
a Training Center in Central, Western, and Southern Military Districts. While soon
delivery of its fleet of 134 Mi-8AMTSh and Mi-8AMTShV will be completed within
next two years. These helicopters will be upgraded and then supplemented with
more powerful and modern Mi-38Ts from 2020. v
S TO RY BY A L E X M L A D E N OV
B
ack in 2007, Russia voiced its big ambition
to grab no less than ten per cent of the
world’s helicopter market. By 2017 this
target was exceeded by far and as of now
Russian Helicopters - the umbrella holding company that
controls all major design bureaus and big manufacturing
plants of the country’s rotorcraft industry - holds an
expanded market share of about 15 per cent. This has
been achieved thanks to the good sales of heavy-class
tactical transport and attack helicopters, however its civil
models still have a notably weak presence in the sales mix.
In 2016, the five plants of Russian Helicopters reported
delivery of 189 new helicopters and no fewer than 90
of these were taken by military and paramilitary export
customers around the world.
The sharply increased deliveries of tactical transport
and attack helicopters to both domestic and export
customers reported after 2010 became possible due to
the continuing demand for the long-lasting and affordable
Mi-17/171 family produced in numerous variants. The
Mi-35M attack helicopter continues to be sold out well
too, as after 2013 the number of new customers saw a
sharp increase. At the same time, the new Mi-28NE attack
machine has been ordered by two export customers only,
with the first deliveries to the Iraqi military taking place in
August 2014, while Algeria took its first examples in 2016.
Angola is among the latest
Mi-171Sh customers, taking
delivery of eight machines
in armed configuration and
outfitted with Pall engine
intake filters in 2015-2016.
(Russian Helicopters)
The heavyweight Mi-26 also continues to sell reasonably well, with the first export deliveries of its
latest version, known as the Mi-26T2, made to the type’s launch customer, Algeria, in mid-2015. And
finally, the Ka-52 co-axial attack helicopter found in 2015 its launch export customer in the face of the
Egyptian Air Force, with the first deliveries slated for September or October 2017.
The Ka-226T light twin also scored a big hit in 2015 by winning the protracted and hotly-contested
tender of the Indian defence ministry for the purchase of 200 light utility helicopters to replace its
existing fleet of HAL Chetak and Cheetah aircraft.
The vast majority of the Russian military helicopter export sales are being handled by
Rosoboronexport, nation’s monopolist state-owned arms export corporation, except for those going
to some of the ex-Soviet states (such as Byelorussia) where deliveries are being carried out under
government-to-government military co-operation agreements. As of 1 January 2017, Russian Helicopters’
firm order book comprised 396 new helicopters, with no fewer than 200 of these being intended for
foreign military and paramilitary customers with delivery slated for between 2017 and 2019.
The significant growth in export deliveries of Russian-made military rotorcraft types after 2010 has
become possible thanks to the large orders received from a handful of long-standing customers for
Russian military hardware such as India, China, Azerbaijan, Egypt, Peru and Iraq, while USA proved
to be a brand-new customer, ordering helicopters to be delivered to the Afghan military. All of these
traditional customer countries have preferred, as a rule, to purchase the improved versions of classic
military helicopter types, outfitted mostly with Russian avionics and mission equipment. Only Algeria and
Iraq took the risk in 2013 to order new-generation attack helicopters, the Mi-28NE, featuring all-Russian
mission avionics suites and weapons, joined by Egypt two years later, which voted for the Ka-52E.
According to Vladislav Kuzmichev, head of Rosobornexport’s helicopter sales department, his
company delivered to export customers no less than 140 helicopters in 2013 and the same figure was
intended for 2014. The period between 2015 and 2017, however, saw a decline due to the absence
of new large-scale orders. It is noteworthy that all ambitious attempts made by Russian rotorcraft
manufacturers and Rosoboronexport, dating back to the mid/late-2000s, to establish cooperation
with Western partners on upgrades of existing military rotorcraft types and the development of new
enhanced versions for export markets have reportedly failed to materialize. As a result, there are
TOP: An Egyptian Ka-52E
attack helicopter wearing its
dessert camouflage, seen here
in a pre-delivery test flight
at the AAC Progress plan in
the far eastern end of Russia.
(archive)
BOTTOM: The Serbian air

arm took two Mi-17V-5s in
mid-2016, supplied in a very
basic configuration, without
weapons and self-protection
aids. (Russian Helicopters)
no examples of commercially successful big

rotorcraft programs carried out together with
Western or Israeli partners as hoped for in the
late 1990s and the early 2000s. In fact, all such
joint programs undertaken in one form or another
in the last two decades, have resulted in small-
volume deliveries only, and using only small
Western content – in all cases limited to relatively
inexpensive communication, navigation and
identification avionics equipment.
BEST-SELLING OF ALL TIMES

The Mi-17/171 (NATO reporting name ‘Hip’) is still the stalwart of Russia’s helicopter export, with 90
to 110 examples delivered to foreign military and paramilitary customers each year between 2011 and
2013, and then the figure declined to between 50 and 70 in the period between 2014 and 2016.
The new 13-tone ‘Hip’ derivatives continue to be aggressively offered as a low-cost yet highly
capable alternative to Western medium-weight utility and armed military transport rotorcraft in the 10 to
13-tone class on new export markets, mainly in Third World countries.
The best-selling Russian helicopter of all time is widely regarded as a legacy and proven machine
featuring a balanced mix of qualities such as proven performance, rugged design, reasonable low
acquisition/operating costs and a good upgrade potential. All this makes the ‘Hip’ an attractive and
low-risk proposition for a wide variety of military and paramilitary customers around the world.
Currently, both plants manufacturing the type in Russia – Ulan-Ude Aviation Plant (U-UAP) and
Kazan Helicopters - continue to offer ‘Hip’ derivatives featuring either the new or old style-look
airframes, powered by legacy or up-rated engines and auxiliary power units and equipped with either
old-style analogue or new-style digital avionics suites, while the rotor system remains the same. A
significant proportion of the recent sales included helicopters with the full set of so-called ‘facelift’
features such as a ‘dolphin-style’ nose, hydraulically-actuated/single-piece rear ramp, enlarged
starboard or port door, increased fuel capacity in the main tanks, four-axis autopilot, more effective
dust filters and glass cockpit.
At the same time, some customers still prefer ordering their new ‘Hips’ with the old-style glazed
nose and/or manually-opened clamshell rear doors, combined with analogue cockpit avionics in order
to trim down costs. The old-style nose, for instance, was selected by the Iraqi, Peru, Bangladesh
and Angolan military for several batches of U-UAP-built Mi-171Shs with rear ramps, ordered between
2006 and 2009. The main reason for such a ‘conservative’ customer choice is the far better visibility
downwards and sideways offered by the old nose configuration thanks to its extensive glazing.
Some other military customers such as Azerbaijan have also required weight and price reductions
and thus opted for old-style clamshell doors instead of a rear ramp.
As Segery Solomin, U-UAP’s chief engineer noted, the price increase consideration is also valid
for the much more effective Pall dust and sand filters which are considerably more expensive than the
original PZU particle separators on the TV3-117VMA or VK-2500 engines. Due to their higher price, the
Pall filters been chosen only by customers that routinely operate in aggressive dessert environment
A look at the cargo
compartment of an Indian
Mi-17V-5 outfitted for assault
transport with 24 folding troopHELIOPS FRONTLINE 83
seats. (Alex Mladenov)
Iraq is among the
largest customers
for newly-built
Russian attack
such as Algeria and Egypt; surprisingly, Angola also opted for this piece of kit for its Mi-171Shs
helicopters, with
an order for 28 delivered in 2015 and 2016.
Mi-35Ms, the firt In October 2016, the Belorussian Air & Air Defence Force took delivery of six Mi-8MTV-5s built
of which were
delivered in at Kazan Helicopters, boasting an advanced configuration with a rather expensive integrated self-
October 2013. protection suite, the KRET President-S. In the particular version, developed for the Mi-8/17/171-family,
(Iraqi MoD)
the President-S incorporates four L370-2 ultraviolet (UV) missile approach warning sensors (two each
on the forward and rear ends of the weapons rack tips) and three L370-5 directional infrared (IR)
jammers - two installed on the stub wing tips, next to the UV warning sensors, while the third one
housed under the tail boom. This installation provides for a 360° coverage in azimuth in the lower
hemisphere. The helicopter is permanently outfitted with UV-26M chaff/flare dispensers installed on the
fuselage sides. The cockpit contains the system’s L370-1 control units and an MFPI-6V control panel.
The President-S self-protection suite was also observed in early October 2016 installed on
Mi-17MTV-5s (the export derivative of the Mi-8MTV-5) operated by the Egyptian air arm during a
military parade in Cairo. The suite, in an improved form, is also present on the Kamov Ka-52E attack
helicopters also built for Egypt at the AAC Progress plant in Arsenyev.
‘HIND’ EXPORTS PROCEEDING WELL

The Mi-24/35 gunship family (NATO reporting name ‘Hind’), in a class of its own. The fearsome
and well-armed battlefield machine combines attack and tactical transport capabilities, and is still
soldiering on with no fewer than 55 air arms and paramilitary forces around the world. The classic
‘Hind’ has a flexible, lethal and affordable arsenal for employment in various kinds of local conflict,
mostly in daylight conditions. It is still being offered in a newly-built form at affordable prices while
financially-constrained customers prefer to purchase second-hand airframes, provided with new or
refurbished engines, rotor systems and equipment.
Compared to the legacy Mi-24/35 variants, the rejuvenated Mi-35M facelift, which is being sold out
pretty well, is a much more potent gunship boasting round-the-clock attack capabilities and improved
guided weapons suite — which, as it could be guessed, entails a considerably higher price tag. The
Mi-35M introduced a host of airframe alterations combined with rotor system replacement through
integration of the Mi-28N’s main rotor hub and composite blades as well as an X-shaped low-noise
tail rotor. It comes powered by the up-rated Klimov VK-2500-02 turboshafts, each rated at between
2,000shp and 2,400shp for take-off and 2,700shp in the One Engine Inoperative (OEI) mode. The
84
The Mi-35M has been named
AH-2 Sabre in Brazilian Air Force
service. (Alex Mladenov) HELIOPS FRONTLINE 85
The Mi-26T2,
seen here on
the foreground,
is an upgraded
more powerful engines, in combination with a more efficient rotor system, provide some important
version of the
56-tonne Mi-26, performance gains in hot-and-high operating conditions.
selected by The most notable airframe alterations introduced in the Mi-35M include shortened stub-wings and
the militaries
in Algeria and non-retractable landing gear. The main element of the weapons suite enhancements is the introduction
Jordan. (Alex of the 9M120 Ataka-V supersonic radio beam-riding missiles (borrowed from the Mi-28N/NE) with up to
Mladenov)
5.8km (3.12nm) range, offered in versions with anti-tank, high-explosive/fragmentation and thermobaric
warheads.
The Mi-35M’s day/night operating capability becomes possible thanks to the NVG-friendly cockpit
illumination, the KNEI-24 electronic flight instrumentation system, all-new precise navigation system
(with digital map as an option) and the OPS-24 observation/targeting payload with thermal imaging and
TV sensors.
To date, the Mi-35M has been sold out to at least seven export customers – Venezuela, Brazil,
Azerbaijan, Iraq, Nigeria, Kazakhstan and Mali. The type also retains good chances to be ordered by
no fewer than five more export customers in foreseeable future.
In principle, there is a rich choice when export customers look to purchase Russian-made attack
helicopters. If they are not happy with the ‘Hind’ facelift performance and have generous budgets to
spend on the purchase of new attack machines, they can select between two new-generation heavily-
armored types with day/night operating capabilities – Mi-28NE and Ka-52E.
The 12-tone Mi-28NE (NATO reporting name ‘Havok’) is an export derivative of the Mi-28N (using
the same sensors and weapons) and in 2011 the type lost to the AH-64D Longbow Apache in the
Indian attack helicopter tender for 22 aircraft. Two years later the Mi-28NE found its long-sought
launch customer, the Iraqi Air Force which purchased 15 examples. Soon afterwards Algeria became
the largest customer as in December 2013 it placed an order for 42 examples, based on the improved
Mi-28NU airframe with dual controls. The Mi-28NE comes armed with the Ataka-1 ATGMs and Igla-S
air-to-air missiles is also being offered with the NO25E mast-mounted radar as an option. The initial
Iraqi Air Force Mi-28NEs lacked the radar but it was noticed installed on the follow-on deliveries taken
in early 2015, while all Algerian machines will be equipped with this piece of kit.
The 12-tone Ka-52E is an export derivative of the Ka-52 ‘Hokum’ built for the Russian Air and Space
Force; it was developed for the Egyptian Air Force which ordered the type in 2015. Compared to its
forebear built for domestic use, the export ‘Hokum’ features an all-new observation and targeting day/
night payload for the Ka-52 dubbed OES-52, accommodated in a shallow drum-shaped assembly
86
The Mi-35M s
being promoted by
Rosoboronexport as
a multi-role combat
helicopter endowed
with day/night attack
capability and at the
same time capable
to transport up to
four fully-equipped
troops or provide
medical evacuation of
up to four casualties
in stretchers. (Alex
Mladenov)
under the nose. The co-axial rotor Ka-52E, featuring side-by-side aircrew accommodation, is intended
for a wide range of battlefield missions such as armed reconnaissance, attack and command-and-
control in both linear and non-liner warfare. Considered as the most-capable Russian attack helicopter
in terms of mission equipment and ordinance, the Ka-52 (and its export derivative) comes armed with
long-range guided missiles and boasts fully integrated self-protection suite as well as datalink for
group operations. The main guided weapon is the Vikhr-1, a supersonic, laser beam-riding ATGM type
with up to 8km (4.3nm) range; the helicopter can also fire the Ataka-1 and Igla-S missiles.
The 56-ton Mi-26T2 ‘Halo’ is a facelift of the 1980s-vintage Mi-26 heavylifter equipped with all-new
new flight/navigation avionics and glass cockpit, capable of transporting loads up to 20 tons, either
stored in the cargo hold or hauled on external sling.
The Indian Mi-17V-5s are
a mixture of machines
with single-piece rear
ramps (shown here) and
the old-style manually-
operated clamshell doors.
(Alex Mladenov)
The Kazakhstan
Air and Air
Defense Force
took on strength
a total of six INDIA AND CHINA LEAD THE WAY
U-UAP-built The biggest ever export orders for the ‘Hip’ were placed by India, making it the biggest customer
Mi-171Shs in
2015-2016 and for the Mi-17/171-family. A total of 151 Mi-17V-5 tactical transport helicopters were delivered to the
new orders Indian military under two separate contracts. These deliveries commenced in 2010, under the first
are expected
in foreseeable contract covering 80 examples, priced at US $1.34 million. The second one, covering 71 more of the
future. (Russian same type (including 12 examples for the Ministry of Interior) followed suite in 2012 and the completion
Helicopters)
of the deliveries was reported in late 2015. India still holds an option for 48 additional Mi-17V-5s
priced at about US $1 billion, which is set to be converted into a firm order until the end of 2017, with
deliveries tentatively slated for 2018 and 2019.
Indian Air Force Mi-17V-5s, in production at Kazan Helicopters since 2010, are among the most
advanced armed export versions of the Russian ‘Hip’ family ever built, sporting glass cockpit equipped
with the IBKV-17 flight/navigation avionics suite and the PKV-8 sophisticated four-axis digital autopilot
in addition to the VK-2500-03 up-rated engines for a further improved hot-and-high performance, rated
at 2,700shp in OEI mode.
In June 2015 the Indian government announced that Rosoboronexport was selected as the winner
in the long-running tender for a new light utility transport helicopter for the Indian military, calling
for the purchase of 200 machines. The final breakdown of the Russian-built and locally-built in India
Ka-226Ts 3.4-tonne light utility helicopters for the Indian military was set in late December 2015, within
the frame of the Russian-Indian agreement on cooperation in the helicopter industry. It calls for 60
Ka-226Ts to be built in Russia while no fewer than 140 more will be built under license in India. The
agreement, signed during the official visit of Indian Prime Minister Narendra Modi in Moscow, also
contains an option for the sales of Indian-built Ka-226Ts to third countries. The process of designing of
the final Ka-226T configuration meeting the Indian technical specification is underway, while production
of the first machines is expected to be launched in 2018 at the U-UAZ in Russia and the first deliveries
made in 2019 at the earliest.
China has emerged as the second largest export customer for Russian tactical transport helicopters
in the last decade but it preferred to buy them via intermediary companies instead of placing direct
orders. All these machines have been purchased in the baseline (or so-called ‘green’) unarmed variant
with analogue cockpits. Following delivery to China the ‘Hips’ received local upgrades with new
mission avionics and locally-made unguided weapons selection on outrigger pylons.
Kazan Helicopters has delivered to the
Afghan military forces a total of 63
Mi-17V-5s at a total price of US $1.33
billion, with the last of these handed
over in October 2014. (Alex Mladenov)
The latest large-size contract for delivery of as

many as 52 Mi-171E utility transport helicopters
(the basic civil export version without armament) to
the Chinese military was completed in mid-2014.
Sold via Rosobornexport, these machines were
manufactured at the U-UAP plant in eastern Siberia
and purchased by Poly Technologies, a Chinese
trade company which acted as an intermediary,
subsequently re-selling these to the Chinese
military; the first deliveries were reported in 2013.
The previous large-scale Mi-171E contract for the
Chinese military, again with Poly Technologies, was
inked in 2009 and covered delivery of 32 machines,
the last of which was handed over in 2011.
The latest Mi-171Es for the Chinese military
were powered by the up-rated Klimov VK-2500
tuboshafts, featuring a take-off rating of 2,400shp
and emergency rating in OEI conditions 2,700shp,
making the helicopters better-suited for hot-and-high
A new contract
operations compared to those powered by the older
for 48 more
and less-powerful TV3-117VMA. This is an important consideration for operating in county’s remote Mi-17V-5s for
mountainous regions. The new engine allows for Category A operations at a maximum take-off weight the Indian
military is
of 13,000kg (28,652lb) thanks to the considerably increased OEI rating compared to the standard TV3- expected to
117VMA engine used on the previous Mi-171E derivatives, which is rated at 2,400shp. be inked until
the end of
VK-2500-powered Mi-17V-5s, manufactured at Kazan Helicopters, were delivered for the first 2017. (Alex
time to the Chinese military already during 2005, and then this new engine was also used to power Mladenov)
the Venezuelan Army Mi-17V-5s. Currently, the VK-2500 is being offered as a standard on the latest
Mi-171Sh/E and Mi-17V-5 military versions, built at U-UAP and Kazan Helicopters respectively.
The latest two batches of Mi-171Es taken on strength by the Chinese military also featured a Safir-
5K/G APU and beefed-up transmission in addition to enlarged auxiliary fuel tanks in the cabin, search
light and retractable troop seats. As well, the airframes of the latest Mi-171E batch for the Chinese
military were built up to the latest design standard, with ‘dolphin’ noses and rear ramps.
The total Chinese orders for unarmed Mi-171Es to be used in a variety of military roles since the
This Indian Air
Force Mi-17V-5
is shown off
together with early 2000s have accounted to more than 160 U-UAP-built examples in addition to 24 Mi-17V-5s
the equipment supplied by Kazan Helicopters.
used for
SAR and In July 2017, Rosobornexport disclosed that it got a follow-on order for four Mi-171Es for the
firefighting. Chinese military (most likely purchased as attrition replacements) set for delivery in 2018, together with
(Alex
Mladenov)
four spare VK-2500 engines.
ALGERIA REMAINS A STRONG MARKET

Another major customer for Russian military rotorcraft, Algeria has opted to become the launch
customer for the latest export derivatives of two new types. Six Mi-26T2 heavyweight transport
helicopters with fully-digital digital flight/navigation avionic suites were ordered in June 2013. The first
two Mi-26T2Vs built for the Algerian Air Force wearing a dessert camouflage scheme were spotted
taking to the air for the first time in December 2014
In mid-2015, Russian news agency Interfax-AVN has announced that the initial Algerian Ministry
of Defence order for six Mi-26T2, the first of which were delivered in June 2015, has been followed
by another one, this time covering eight more examples. In addition to Algeria, the Mi-26T2 was also
ordered by Jordan, which will get three examples, most likely n 2018.
According to the delivery schedule for the first contract inked in June 2013, two more Mi-26T2s
were taken by the Algerian military until the end of 2015, and the last two followed in early 2016. Then,
the deliveries under the second contract for eight Mi-26T2s began as these are slated for completion
until the end of 2017.
Another large-scale order for Russian military rotorcraft followed suite in December 2013, covering
42 Mi-28NE attack helicopters, based on the airframe, powerplant and rotor system of the Mi-28UB
version for the Russian Air Force with dual controls, flown for the first time in 2013. The Algerian
Mi-28NE contract is valued at about US $2.7 billion and the first six examples covered by it were
reportedly delivered in 2016.
In addition to the Mi-28NE, Algeria has also expressed a strong interest to the Ka-52, with an
in-country demonstration held in 2015 by a production-standard helicopter, including unguided
ordinance and guided missile firings. So it could not be ruled out that a Ka-52 order would be placed in
foreseeable future, most likely tailored for operations from amphibious transport dock ships.
The list of the Algerian contracts involving military helicopters also includes the upgrade by the
Russian helicopter industry of 36 Mi-171Shs, delivered in the late 2000s, which are slated to receive
new mission avionics for day/night operations and new guided weapons.
IRAQ AND EGYPT RETURNING ON SCENE AS MAJOR CUSTOMERS

The Iraqi military placed large orders for new Russian-made weapons, inked in 2012 and 2013;
among these were two purchase contracts covering 28 Mi-35Ms and 15 Mi-28NEs, slated for
Egypt is among
the largest
customers for
Kazan-built
Mi-17V-5s, taking completion in 2016. The first three Mi-35Ms for the Iraq were handed over in November 2013 while in
24 machines in 2014 ten more followed suite. In turn, the first three Mi-28Ns were taken on strength in August 2014
the early 2010s.
(Alex Mladenov)
and deliveries were completed in June 2015.
In addition to the two rather different attack types purchased at the same time, the Iraqi military
is reported to have also ordered an as yet undisclosed number of Mi-171Sh armed tactical transport
helicopters. The first examples were seen during their assembly at U-UAP in August 2014 and the
delivery of the first batch of four was reported in November 2014. In addition to the Mi-171Shs, Iraq
also ordered at least one Mi-171E outfitted for VIP transport.
In December 2015, Alexander Mikheev, then director general of Russian Helicopters (and now
head of Rosonoboronexport), acknowledged for the first time the existence of a contract for the sale
of 46 Ka-52 attack helicopters ordered by the Egyptian military signed earlier in the same year. The
first deliveries are slated for September or October 2017. In June 2017, it was reported that the first
Egyptian aircrews have started flight training on the Ka-52E at the AAC Progress plant in Arsenyev in
Russia’s Far East region.
In addition to the land-based variant of the Ka-52, currently Egyptian MoD and Rosoboronexport
are negotiating the sale of the Ka-52K shipborne attack helicopter, with a firm contract expected to be
inked until the end of 2017. Originally, the Ka-52K was built on order for the Russian Navy and retains a
high degree of commonality with the land-based baseline version.
According to some estimates, Egypt needs at least 16 Ka-52Ks in addition to a similar number of
Ka-27 derivatives in export configuration, a mixture of Ka-27PS for SAR, Ka-27PL for ASW, Ka-29 for
assault transport and Ka-31 for airborne early warning.
These helicopters will equip the air wings of the recently-purchased from France Mistral-class
amphibious assault ships, each of which can accommodate up to 16 machines. Named Gamal
Abdel Nasser and Anwar Sadat, the ships were commissioned with the Egyptian Navy in 2016 but no
helicopters are available to operate from them at the moment.
Egypt was also among the big customers for Kazan Helicopters-built Mi-17V-5s in an armed
version, receiving 24 aircraft in 2011 and 2012, and in 2016 a proportion of these were upgraded with
the President-S integrated self-defence
suite providing protection against heat-
seeking surface-to-air missiles; and the
country is also expected to continue
placing news orders for the type in
foreseeable future.
A scan of the
instrument panel
SOUTH AMERICAN OLD AND NEW CUSTOMERS of a Mi-17V-5
Peru is another country that remains a loyal customer for Russian transport and attack helicopters; built for the
Afghanistani
it is also known as the largest buyer of Russian military rotorcraft in South America. In July 2010, six military which
Mi-171Shs and two Mi-35Ps (the first newly-built examples of this version at Rostvertol) were ordered features Western-
made flight/
to be used for counter-insurgency and anti-narcotics operations; all of these were taken on strength
navigation
by October 2011. A follow-on contract covering 24 Mi-171Sh–Ps priced at US $528 million was agreed avionics and old-
in December 2013 between Rosoboronexport and the Peruvian MoD. Eight of these machines were style analogue
instruments. (Alex
delivered in 2014, and the rest followed suite in 2015. Mladenov)
These helicopters are currently heavily used in combating drug producers and smugglers as well as
terrorist organizations in the country.
The Mi-171Sh-P version as selected by the Peruvian Army Aviation service features extensive
armor protection, while the flight/navigation suite allows operations in Instrument Flying Conditions
(IFR). The cargo cabin can accommodate up to 26 fully-equipped troops and is equipped with two side
doors and a rear ramp allowing assault party delivery within seven to eight seconds. The Peruvian MoD
plans to continue purchasing the Mi-171Sh for the country’s air force (up to 16 units) and naval aviation
arm (five).
In December 2014, Russia reported the completion of the long-delayed delivery of the last three
Mi-35M attack helicopters for the Brazilian Air Force, a new customer in South America purchasing
for the first time Russian-made rotorcraft. These are part of the contract for 12 examples signed back
in 2008. All three deferred Mi-35Ms were produced in 2011 and remained in long-term storage at
Rostvertol for more than three years waiting for delivery.
Brazilian Mi-35Ms are the first and still the only new-generation ‘Hinds’ to feature the German-
made Rohde & Schwarz MR6000R software-defined multi-band VHF/UHF communication radio set in
addition to Western-standard navigation aids.
The Brazilian Air Force took delivery of its first six Mi-35Ms in 2010, while three more followed
suite in 2012. Supplied under a contract said to have been valued at around $300 million, the new-
generation ‘Hind’ has received the local designation AH-2 Sabre in the Brazilian service. The type is
mainly tasked to support counter-narcotics operations of the Brazilian military in the Amazon region.
AFRICAN MARKET PREFERRING THE MI-171SH AND GOING FOR THE MI-35M
Nigeria is among the recent customers for Russian military helicopters, placing a large order
for Russian military rotorcraft in August 2014. This covered six Mi-171Shs and six Mi-35Ms (the
Mi-35M order is believed to has been increased to 12 at a later stage). According to Nigerian Air Force
Chief of Staff, Air Marshal Saddique Abubakar, his air arm took on strength the first two Mi-35Ms in
January 2017.
The first helicopter of the same type built for Mali was spotted during flight testing at Rostvertol
plant in Rostov on Don, Russia in March 2017. There was no official announcement on the existence
of a contract for attack helicopters placed for Mali. In fact, the only information on the existence of
agreements for the sale of Mi-35Ms to several African nations has been revealed in October 2016 by
Yury Demchenko, a senior manager of Rosoboronexport, who told the media that Russia is set to
A pair of
549th Army
Aviation Base
Mi-8MTV-5-1s
continue deliveries in 2016 and 2017 of Mi-8/17 and Mi-35M helicopters to countries such as Angola,
equipped with Sudan, Mali and Nigeria.
B-8V20 rocket
In the second half of March 2016, the Angolan Air Force was reported to has taken on strength four
pods. (Photo
by Sergey Mi-171Sh assault transport helicopters. Produced at the Ulan-Ude Aviation Plant (U-UAP) in Russia,
Kuznetsov) these were, in fact, the second batch of eight ordered. The first batch of four Mi-171Shs was delivered
in 2015.
The Mi-171Shs ordered by Angola are in the standard assault transport configuration, with an old-
style nose and single-piece cargo ramp, equipped with a full set of IFR instrumentation, including a
Russian-made weather radar and GPS navigation. The Angolan ‘Hips’ are also equipped with auxiliary
fuel tanks in the cabin to extend range up to 1,065km (574 nm). The configuration also includes an
SLG-300 electrical hoist rated at 300kg (660lb), folding seats and the provision for installation of up to
12 stretchers for casualty transportation, while the external load hook enables the Angolan Mi-171Shs
to transport sling loads weighting up to 4,000kg (8,816lb). The internal and external lighting is adapted
for the use of night vision goggles (NVGs) and the helicopter comes also equipped with a TSL high-
intensity search light. The starboard side door feature increased width for easier loading and unloading
of troops and cargo, while the rear fuselage is equipped with a hydraulically-actuated single-piece
ramp. The engines are equipped with Pall dust intake filters. The forward-firing armament of the
Angolan ‘Hips’ is represented by 8V-20A rocket packs for 20 S-8 80mm rockets and UPK-23-250 gun-
pods accommodating a twin-barrel GSh-23 rapid-fire cannon with 250 rounds.
EX-SOVIET STATES REMAIN LOYAL CUSTOMERS

In November 2016, the Kazakhstan Air and Air Defence Force got its initial batch of four Mi-35M
attack helicopters. In 2017, another batch of
four new-generation ‘Hinds’ was agreed, set
for delivery until the year-end.
The process of a gradual recapitalization
of Kazakhstan’s attack helicopter fleet will
continue until at least 2020, with no less than
20 Mi-35Ms, which are set to fully replace the
current fleet of about 20 Mi-24Vs which run out
The main guided
of service life. weapons of the
In addition to the Mi-35Ms, since 2013, Russia has delivered to Kazakhstan a total of 12 new military Mi-28NE are
the Ataka-V
helicopters, this figure including six armed Mi-171Shs for the Kazakhstan Air and Air Defence Force in
missiles offered
addition to six more of the same type for Border Guard Service. with anti-tank,
The former Soviet republic of Azerbaijan has also been ranked among the five customers for high explosive/
fragmentation
Russian military helicopters since 2010, by taking more than 70 Mi-17-1Vs built at Kazan Helicopters and thermo
for its air arm and several paramilitary organizations in the country. All of these helicopters featured the baric warheads,
up to eight of
old-style nose and clamshell doors in the rear fuselage. The Border Protection Service, for instance, which can be
took on strength 20 newly-built ‘Hips’, while the air force took 40, while six more went on to service carried. (Alex
Mladenov)
with the aviation unit of Azerbaijan’s Federal Security Service and three examples each joined the
aviation services of the Ministry of Interior and Ministry of Emergency Situations.
The Mi-17-1V deliveries to Azerbaijan were completed in 2013, while 24 Mi-35Ms, ordered in 2010,
were taken on strength between 2011 and 2013. Eight of these night-capable ‘Hinds’ were handed over
to the Border Protection Service while the remainder went to the Azerbaijani Air Force.
The Belorussian Air and Air Defence Force took deliveries of the first six-strong Mi-8MTV-5s batch
SECOND-HAND HELICOPTER CUSTOMERS

Sudan among the list of the significant customers for Russian-made military helicopters, but the nation has opted
to buy second-hand attack and tactical transport machines instead of new ones due to budget constraints. In 2011,
the African country, which suffers from permanent internal conflicts, ordered 12 Mi-24Vs and six Mi-8MTVs; these
were used helicopters taken from the Russian Air Force inventory and overhauled prior delivery to their new owner. All
of these machines were delivered in 2012 while in 2013 it was reported that another contract was inked, covering 12
more Mi-24s and 12 Mi-8MTVs, with an option to add six more of each type at a later stage. The total value of both
contracts, including options, is estimated to be between US $150 and 200 million.
Myanmar is another recent customer for refurbished ex-Russian Mi-24s, taking on strength 12 examples in 2010-
2012, followed by two more examples in 2014.
In September 2016, Rosoboronexport announced that that an agreement is in force calling for delivery to
Angola of a batch of Mi-24P ‘Hind-F’ helicopter gunships, a total of 16 units. These are ex-Russian Air and Space
Force helicopters taken from the surplus stocks. Before delivery, a proportion of these ‘Hind-Fs’ underwent a deep
refurbishment at the 150 ARZ, a maintenance, repair and overhaul (MRO) company, controlled by the Russian
Helicopters holding, situated in Lyublino, in the Kaliningrad exclave. At least four of the ordered by Angola Mi-24Ps,
however, were also overhauled pior delivery at the 810 ARZ in Chita in Siberia, and were delivered in May 2016.
During the refurbishment works, combined with service life extension, the Mi-24Ps received new main and tail
rotor blades, while their TV3-117V engines were cycled through main overhaul together with the transmission, general
systems and mission equipment. The refurbishment granted the helicopters, built in the 1980s, with at least of ten
years of service life in Angolan service.
Angola is
among the
latest Mi-171Sh
customers, in October 2016, while the second batch is set to follow suite in late 2017. All helicopters were delivered
taking delivery
of eight in armed configuration, including B8V-20 20-round rocket pods for firing S-8 80mm rockets, UPK-23-
machines 250 23mm gun pods and side-mounted PK 7.62mm machine guns.
in armed
configuration The 12 Mi-8MTV-5 tactical transport helicopters were ordered by the Belorussian military, at a unit
and outfitted price which is the same as those purchased by the Russian Armed Forces.
with Pall
engine intake
Serbia is another European country which took delivery of Russian-made military helicopters. In
filters in 2015- June 2016, Russian Helicopters reported completion of the delivery of two Mi-17V-5 assault transport
2016. (Russian
helicopters to the Serbian MoD. The contract for these helicopters was inked in September 2015 between
Helicopters)
the Serbian MoD and Rosoboronexport, priced at US $25.3 million. The Mi-17V-5 is the export derivative
of the Mi-8MTV-5, and the Serbian Air Force machines are in a baseline configuration, without weapons
and self-protection equipment but featuring dolphin nose and rear cargo ramp. Russian Helicopters
expects this initial contract to be followed by other contracts for transport and combat helicopters as the
Serbian Air Force is in an acute need to replace its obsolete rotary-wing fleet.
SOUTHEAST ASIA MARKET

Bangladesh got as many as 17 Mi-171s under two separate contracts, with deliveries made between
2013 and 2016, including five Mi-171Shs in 2013, five more of the same type in 2014 plus six Mi-171Shs
and one Mi-171E delivered in 2016.
Bangladesh ordered these helicopters by using a state credit provided by Russia for procurement of
new military equipment.
The latest order for Mi-171Shs was placed by the Bangladesh military in June 2017. It covered a
batch of five ‘Hips’ for assault transport due for delivery in 2018.
In September 2014, Thailand signed a contract for two more Mi-17V-5s at a price of about US $40 million.
Pakistan is among the latest customers for Russian attack helicopters in Asia, with a contract
covering four Mi-35Ms signed in mid-August 2015. These machines are intended for the Pakistan
Army Aviation service. There were hints earlier that Pakistan is set to order as many as 20 Mi-35Ms
UTILITY WORKHORSES PAID BY US DOD
Afghanistan has been the second-largest customer for Kazan-built Mi-17V-5s, powered by TV3-17VMA engines,
between 2011 and 2014 (outnumbered by orders only by India) but these machines were ordered by US DoD within the
frames of three separate contracts. The first of these was signed in May 2011 and covered delivery of 21 helicopters
(lacking forward-firing weapons and self-protection equipment) for the Afghan National Security Forces Special
Mission Wing. As usual, the helicopter’s seller was Rosoboronexport, while the buyer was US DoD (US Army Forces
Command). The last of these ‘Hips’, featuring Westernized but rather simplified flight/navigation avionics and NVG-
compatible cockpits with analogue instruments, was handed over in mid-2012 and then the second contract followed
suite the same year; it included for delivery of 12 additional Mi-17V-5s and an option for 30 more.
In June 2013, this option was converted into a firm order priced at $572.8 million, also including spares, test
equipment and engineering support services for the newly-acquired helicopters. The completion of the deliveries
under the last contact was reported by Rosoboronexport in October 2014.
This way, Kazan Helicopters built in three years a total of 63 Mi-17V-5s at a total price of US $1.33 billion for the
Afghan military, fully paid by US taxpayers.
The Peruvian military got 24

Mi-171Sh-Ps in 2014-2015, delivered
in armed configuration for assault
transport, close air support and
SAR. (Russian Helicopters)
but the parties have eventually agreed to begin with an initial batch of four machines, in order to
avoid a negative reaction from India, Pakistan’s geopolitical rival in the region and among the largest
customers of Russian-made weapons. The newly-procured Mi-35Ms are intended solely for use in
counter-terrorist operations in the north-western part of Pakistan. v
S TO RY BY PA U L K E N N A R D

102
It’s a fair chance that, as
you’re reading this article
in Heli-Ops Frontline,
you are a member of the
military. So was I, once.
The Editorial team have
asked me to propose
some sage advice and
pearls of wisdom about
when to leave and what
you can do whilst still
serving to improve your
odds of making a success
out of your second career.

F
irst things first though. the time was right. Before we get
If you’re still serving the into the details, I’ll just lay down a few
prospect of leaving can assumptions and riders;
be very daunting; in my
case it was my first exposure to the 1. I left the UK RAF in 2015. Different
“real world” having joined up straight forces in different countries at
from University. It can also feel like different times will offer different
an act of betrayal; you may feel that challenges and incentives. This is
you’re letting your fellow servicemen merely the view from “my side of
/ servicewomen down, and you could the hill”.
feel that you’re betraying yourself as,
like me, you may have yearned to 2. I only flew the Chinook on the Front
fly and/or serve from an early age. Line. I dabbled with other types/
At a Dining-Out night for a Station roles (I did about 30 hours of SAR
Commander in the RAF a few years awareness in the B412/Sea King),
back he put this dilemma into context, but I was a Battlefield Helicopter
and his response was (to the best of pilot by trade. I also went “off
my memory – I was a few glasses of piste” into other areas.
wine/Port down by this stage);
“Everybody leaves the Air Force. 3. I took Financial Retention
Some leave through their own choice – Incentives to continue serving
the needs of the self or, more often the until and past my “normal” initial
family, begin to outweigh the desire retirement point (16 years / 38 age)
to continue to serve. Others leave at until finally leaving at an Option on
the request of the Air Force – some my 44th birthday.
through failing in training, others due
to an age limit or through redundancy If you’re a pilot then the biggest
when force levels are cut. Finally, let’s question of all is “do I want to stay
not forget those that did not exercise flying?”. It is an absolutely fundamental
a choice to leave – they’ve forfeited question. But, it’s also quite likely
their lives in peacetime accidents and you’ve asked it before. In the military, it
wartime losses. My advice is if you can is hard to both continue to fly regularly
leave on your terms when the and do those career-enhancing
time is right, do so. The Service will courses and jobs to achieve a high
always recover….” rank. Sometime as a junior officer, if
His words enabled me to rationalise you’re aircrew, you’ve probably made
my career (such as it was!) and when a choice and in discussion with your
I pulled the “black and yellow” it was family, peers, command chain and
with conviction, albeit tinged with a posting organisation that choice is to
lingering sense of sadness. But I knew fly or to promote. In Boyd’s terms , “to

104
be or to do”; to “be” a career focussed The only “credit” I got, as I held a
officer or “to do” and either stay flying Procedural IR, was a “bye” on the
or to do ground assignments not mandatory IR training hours before
considered “crunchy” and “good” for an IRT. Therefore, in the UK, it’s not
your promotion prospects. This is your straightforward and is a surprising
first big decision, and it will shape your amount of hard work.
desire to fly outside.
BUT ONCE YOU
WHY? GET QUALIFIED IT’S
Because most of the flying EASY TO FIND A FLYING JOB,
organisations in the “real world” look ISN’T IT?
at both the number and currency Undoubtedly for some, yes. As
of your flying hours. The more you with all things in aviation the key is
promote, normally the less time timing. If you exit the military just
you spend in a cockpit – and it is as, for example, SAR transfers from
increasingly hard (in the UK RAF at military to civil control then your
least) to leave after a senior flying chances are much improved.
tour (eg Squadron Command) due However, if your exit coincides with
to imposed post-command tour a downturn in traditional markets
“return of service” constraints. Most (offshore oil and gas or VVIP) then
companies that will employ you as your chances may well decline. Many
a pilot could not be less concerned jobs are never advertised on the
that you were a Staff Officer, nor that open market and are filled via word-
you were a PSO/ADC to someone of-mouth or “the old boys network”.
important. They want someone who’s Again, this might benefit you or it
flown a lot, recently, ideally in a type might get in your way.
the same (or similar) to one they use. It’s also important to understand
You’re employed as a pilot. that civil flying is rewarding in a
In the UK the transfer of Military different way to military flying. If you
to Civil licensing is now a nightmare. secure a coveted Air Ambulance or
Thanks to some astonishingly small- Law Enforcement job, then there will
minded individuals in the UK MoD, the be a sense of team and purpose, as
hard-worn accreditation that existed well as some varied and interesting
under JAR (a modest 3 exam bridging flying. Oil and Gas, by comparison,
package and a check ride) has been can become very dull and repetitive
swept away with the advent of EASA quickly with the constant threat of a
part-FCL. For my ATPL(H) I had to sit market downturn impacting on job
the same 14 exams as a self-improver, security. VVIP work can provide very
and complete a full Type Rating (hence flexible working conditions but, again,
why my licence is still “frozen” ….). there can be doubts over security

106
of tenure and, potentially, tension and conditions offshore improved in
between the “principal” and the pilot an attempt to stem the flow. However,
over weather and operating decisions. a mere handful of years later, the
industry is now trying to roll back on
WHAT ABOUT THE SALARY? these advances as the market is in the
Most Western militaries pay their doldrums and there is an over-supply
aircrew reasonably well. The major of pilots and helicopters. Any form of
airlines pay their experienced captains over-supply is bad news for pilots; it
and first officers handsomely. Surely means that competition for positions
it applies to the helicopter crews as will be tougher, salaries will lower and
well? The answer is a non-committal ex-military guys may find themselves
“it depends”. Much relies upon undercut by self-improver civilians
market forces. For example, pay anxious to start paying back their large
and conditions in the offshore O&G loans and to accrue flying hours. In
industry in the UK received a notable the UK, it is also not uncommon for
boost a few short years ago; the operators to be fully aware of what a
cause was “supply and demand”. To “cooking” junior officer earns at his/
put it simply, the fixed wing airlines her initial retirement point and the
could not get access to enough value of any immediate pension; the
qualified pilots and started “poaching” salary offer is then simply the final
experienced helicopter crews with military pay minus the pension. In
some fixed wing experience. These other words, don’t expect a real-terms
crews already had the pre-requisites increase in income in many helicopter
of Class 1 medical, CRM, fire roles – and those that do will often
awareness training etc all ticked up – come with low job security or, in
and many had a CPL(A) in their back extremis, greater risk, such as short-
pocket having tried to join airlines at term contracts in places such as Iraq,
the time of the financial crash. Pay Afghanistan and areas of Africa.

108
Finally, the vast majority of civil successfully. If you’re thinking of
helicopter flying will simply not moving sectors then seek out people
replace the rush of low-level flying, who have made a similar transition.
nor the tension being in combat on If your decision is to stay in the
operations nor the enjoyment of defence sector then there are several
advanced tactical training. The civil different roles open and a few things
regulations simply don’t permit it in you can do while serving to boost
most cases, and the Ops Manuals your chances.
and operating permissions of your The most obvious route is to enter
employer almost certainly won’t either. the world of “Business Development”
Don’t think that leaving the military will (BD) – i.e. “sales” – preferably for
enable you to leave the “trivia” behind a company whose products you
either. The civil world is full of training know well having used them or flown
requirements, medicals and currency them. However, “Big Industry” rarely
checks as well. You just trade one set plucks pilots from the crew-room
of rules and currency “ticks” and throws them into a chalet at
for another. Farnborough, Paris or Avalon. Key
What if you buck the trend though? to landing these jobs are roles that
What if flying outside the military you’ve done in the Service. Your
doesn’t float your boat? There are affinity with the aircraft/equipment is
two basic choices. Firstly, stay in the the first rung on the ladder, but that
aviation/defence sector and secondly doesn’t make you stand out from
get out completely and have a different the pack. What does is time spent in
second career. The latter may involve Requirements Definition, Capability
expensive retraining, but I’ve seen Development, Project Management,
colleagues retrain as dentists, lawyers Test & Evaluation and Acceptance/
and paramedics. Others have moved Release To Service. In all of these
into the Financial and Risk sectors Acquisition-related roles not only will

you regularly meet and interface with If BD isn’t for you, and after you
representatives from the company peer into it you realise it’s not all “Gin
(getting your name/face known) and & Tonics”, free lunches and hand-
with senior civil/military acquisition shaking unless you leave as a very
staff, but you will see how the gears senior officer with a full address book,
of the “Military Industrial Complex” then what else is available? Again,
mesh and, importantly, how they some of these options can be formed
are oiled. You will learn a whole new by choices you make in the military.
lexicon and develop new skills, many Test & Evaluation is a case in point.
of which appear on LinkedIn profiles Completing a Test Pilot (TP) or Flight
when someone is about to leave (it’s Test Engineer (FTE) course will open
a large “combat indicator”); these doors outside but pure Test Flying
include “Stakeholder management” jobs in the civil world are few and far
(knowing who to tell what, when….), between, and you’ll need to complete
“Requirements Management” (finding civil accreditation to fill one. TP, FTE
out what people need not merely and/or experience in Operational
what they want) and “Business Case Test and Evaluation (OT&E) can help
Authorship” (writing an essay that with credibility in a BD role, or in
examines the problem, proposes joining one of a burgeoning number
several solutions and argues for one of non-government T&E organisations
case persuasively). It’s a seemingly that provide R&D services to
arcane world to the uninitiated and one Industry, academia and government
that often servicemen are just getting agencies alike.
to grips with when posted; in the UK There is also one rapidly-growing
at the moment, acquisition is not seen sector – that of backfilling capabilities
as a “crunchy” military career path to and experience that the military
be involved in long term. Good to get have allowed to ebb away. In North
a “tick” but staying any longer is often America, we’ve seen the rise of
counter-productive in career terms. companies such as Discovery Air and

110
Draken International providing “Op with a more flexible use of reservists
For” aircraft and crews – replacing and partnering arrangements with
the need for the military to maintain defence contractors.
people and aircraft dedicated to the The final option we’ll discuss, and
“Red Air” role. In Europe, Cobham one for the entrepreneurially-minded,
Aviation have long provided EW is to go it alone and form your own
support to the UK military and Limited Company. Being you own
companies like 2Excel Aviation, Boss enables you to seek short term
3SDL and Close Air Solutions are contract work, participate in a number
supporting JFAC training. Whilst the of different activities and to spend
market for “red air” RW is small/non- some time penning articles for august
existent at the moment (the US Army tomes such as Heli-Ops Frontline! The
still keeps its own Mi-24s for such a key to making a success in freelancing
purpose through the Threat Systems is to have a broad background of skills
Management Office), helicopter crews and a wide network – maximising the
with tactical qualifications (QHTI/WTI/ number of opportunities you can bid
EWI) are sought after for exercise for. It’s not easy, but job satisfaction
support roles with companies such and variety are right up there.
as Inzpire in the UK and with the So, the most commonly asked
European Defence Agency supporting questions.
its Helicopter Tactics training
programme. The UK is adopting a 1. Do I miss the military?
policy of “Whole Force Approach” I miss the feeling of comradeship
which aims to mask the decline in that only a Sqn can provide, but
numbers of full-time service personnel, there are definitely organisations
and atrophy of niche skill sets, and companies out there run by

ex-servicemen that retain that ethos. 3. What should I do in the military
I also participate in a number of NATO to boost my chances outside?
working groups, and have completed Make the “to be” or “to do”
contracts inside/outside the military. decision early. Fly until it becomes
I therefore still retain links and don’t repetitive or boring. Broaden into
feel completely “out of the loop”. But, airworthiness, acquisition, T&E or
there’s no chance of the phone call some other specialisation (preferably
sending you to the other side of the a few…). Network like crazy; attend
world for six months….and if it does Farnborough, Paris, Avalon, Quad A,
come, the money is really good and Heli-Expo to both meet people and
you probably will not be in a tent…. to feel the pulse of the industry. Look
at some transferrable skills, such as
2. Do I miss the flying? Project Management or a language.
I miss military flying; low level, If you want to fly, complete your
formation, air-to-air combat and EW. licence before you leave. Sort out
But. I did all of those hundreds of your LinkedIn profile (but be aware it’s
times in the military. I miss the crew a Combat Indicator). Buy a house – I
banter and, just occasionally, I do know it sounds daft if you’re not sure
glance out of the window and think where you’re living but in the UK at
I’d like to be “up there”. However, I least it’s harder to get a mortgage if
really don’t miss the “triv” either in you’re just starting a new job. Finally,
or outside the military. I also try to fly use whatever resettlement activity/
every 6 months or so to keep my hand funding/time is available to you; just
in; I’ve flown the EC-135, MD500 and having a starting point for a CV is a
UH-60 (the latter as a flight test for good thing! Also, remember if you
this magazine) in the past 18 months have a Security Clearance, it does not
or so and plan to fly some more types last long once you are “outside” – and
over the next year or so. Sometimes, regaining a clearance is a lot harder/
strapping in without worrying about expensive than retaining it (especially
currency and checklists and just flying for TS and above). Get it lodged with
is more fun than doing it every day. a company as soon as you can – it

112
will then transfer with you; a high-level resentful when neither arrives. Industry
security clearance is a big plus for can sense this, so you’re not doing
many companies. your own prospects much good either.
The most important thing, in my Hopefully these general thoughts
opinion, is leave while you still enjoy it. have provoked or answered some
It’s better to leave and miss it questions for you. It’s literally a life
than stay too long and resent it. I’ve changing decision, but, as with all
seen people hang around well past things in life, time spent in recce is
the point of enjoyment as they were rarely wasted. With luck, I’ll see some
“sure” a promotion or a specific job of you around the shows or in Industry
was coming. They can leave bitter and – come and say “Hi” if you do!! v

S TO RY BY PA U L K E N N A R D
For the first time since the cancellation of the RAH-

66 Comanche in 2004, the US, and other countries,
are starting to get serious about a new generation of
military rotorcraft. PAUL KENNARD provides insight
into these generation helicopters.
T
o date, the needs of the wars in Iraq/Afghanistan and the ongoing
campaign against ISIS have been satisfied by evolutionary
airframe, powerplant and avionics upgrades to legacy types. In
the US the tried and trusted CH-47, UH-60 and AH-64 have all
benefitted from several upgrade programs ranging from minor “tweaks” to full
blown Mid-Life and Block upgrades. The CH-47, for example, has received a
“digital overhaul” from “D” model to “F” model in the form of Rockwell Collins
CAAS1 cockpit architectures and modern communication and ASE/DAS mission
systems. It has also received incrementally more powerful engines with the move
from T55-712 to -714 and -714A engines (an increase in power from 3750 to
4867 shp). However, despite these welcome upgrades, the CH-47 has become
heavier and is still dependant on an increasingly archaic electrical system and a
transmission / rotor system that is decades old. Improvements in blade technology
(such as the UK BERP2 programme, though others are available…) have hitherto
passed the Chinook by – something that the proposed CH-47F Block II seeks
to rectify by fitting the recently flown Chinook ACRB (Advanced Chinook Rotor
Blade)3 which offers an immediate 1500lb uplift in disposable payload.
Impressive though this improvement is, and the “full” Block II design will yield
other enhancements, it is hardly, to exploit the current jargon, a “disruptive”
capability upgrade. The basic characteristics of the CH-47 will remain the
same; a speed of around 170kts, a normal service ceiling of 10,000ft (20,000ft
with supplementary oxygen) and a rather modest airframe/rotor Energy
Manoeuvrability (EM) potential. Even the “brand new” CH-53K being developed
for the USMC is recognisably a “conventional” helicopter – albeit better – but it
merely moves the game on, it doesn’t transform it. Likewise, the UH-60L is an
improved “Digital Blackhawk” and the AH-64E an upgraded version based on
recent combat experience – they are still, essentially, the same physical platform
1. Common Avionics Architecture System - https://www.rockwellcollins.com/Products_and_

Services/Defense/Avionics/Integrated_Cockpit_Solutions/Common_Avionics_Architecture_
System.aspx
2. British Experimental Rotor Programme
3. http://www.boeing.com/features/2017/01/chinook-blades-01-17.page

116
as introduced. What, therefore, constitutes “disruptive technology” in Vertical Lift
terms, and what attributes should we be looking for?
SPEED IS LIFE……
The trend towards higher cruise and “dash” speeds is one such technology
leap. After an initial burst of experimental activity in the 1950s/60s, with aircraft
such as the Fairy Rotodyne and Bell XV-3, helicopter speeds largely stayed in the
120-160kt range until the arrival in service of the V-22 Osprey. Early experiments
revealed difficulties in hover control and “transition” between low and high-
speed flight regimes. Various technologies were examined, developed and flown.
Several designs used tilt-rotor (eg V-22) and tilt-wing technology, in effect turning
rotors in the hover into propellers in the cruise, whereas others looked at “thrust
compounding” – in effect using additional thrust (jet/propellers) mounted on
the longitudinal axis to boost top speed once away from the hover. High speed
confers a number of advantages for a military helicopter;
1. Response – a higher cruise speed enables effect to be delivered more

quickly. In the assault role, the package can ingress/egress quicker, enabling
more “runs” per airframe in a given timescale. For SAR/CSAR platforms, the time
taken to reach the casualty survivor can be dramatically cut, while SF assets can
be on station quicker. Self-deployment to locations can also rely less on the need
to break down aircraft for air transport in airlift aircraft. Speed can therefore act
as a “force multiplier” enabling commanders to either deliver the same effect in
one period with fewer airframes (to save costs) or to deliver more effect in the
same period (to increase capability/combat power).
2. Survivability – Speed helps against a number of threats. For “human in

the loop” targeting systems, such as small arms/RPG, a faster target (i.e. faster

118
crossing rate) is harder to track and
engage. For more complex threats,
such as MANPADS, speed reduces
the time the operator has to detect,
acquire, lock and fire. Against radar
systems the speed advantage is a little
more “two-edged”. Higher cruising
speed may result in the platform
penetrating into a MEZ (Missile
Engagement Zone) further than a
slower platform, and, potentially,
not being able to exploit terrain
masking as fully due to the higher
speed. However, a high dash speed
may enable the helicopter to exit the MEZ quickly and, to a degree, out-run the
Missile4 if launched against and/or separate better from any chaff or expendable
RF decoy it deploys. If the speed is coupled with a significant improvement in
Energy Manoeuvrability (ie the ability to pull and sustain high
“g” manoeuvres and handle aerobatic style flying) then this allows the platform
to make itself a difficult, manoeuvring, target against optically laid weapon
systems and to employ Fast Jet style techniques against radar-laid systems such
as RGPO5 and VGPO6 (when combined with suitable RWR, RF Jamming and
chaff capability).
HOW DO WE ACHIEVE THE BENEFIT OF HIGHER SPEED?

1. Tilt-Wing – This was the approach adopted by the early Bell XV-3. The
engines/rotors are fixed to the wing and the whole wing is hinged to tilt between
the vertical and horizontal planes. This confers a slight advantage in the hover
over tilt-rotors such as the V-22, as the downwash is passing over the narrow
leading edge of the “wing” rather than on the blunt top surface, which effectively
acts as an air-brake. The vertical wing in the hover does present some issues
with stability in high winds (like a fixed wing aircraft may weathercock if it has
a large fin). As with the tilt-rotor, if the concerns over hover stability and the
transition of the “thrust line” from the vertical to the horizontal can be achieved,
then the potential performance gains are significant. Once the rotors are
positioned in the horizontal plane then the biggest impediments to conventional
helicopter airspeed, MCrit7 on the advancing blade and retreating blade stall8, are
removed. The drag caused by the propellers (compared to the power available)
4. Not literally out-run the missile, but the longer it takes the missile to catch the target the more
chance of the weapon exhausting both propellant and kinetic energy in the “tail chase”.
5. Range Gate Pull Off – an EW technique that uses RF jamming to trick the hostile radar into
following a jamming pulse which presents a false “closer” target than the skin paint of the
helicopter which causes the radar to adjust gain to compensate leaving a “range hole” for the
platform to exploit to break lock; maneuver is crucial to delay/prevent re-acquisition.
6. Velocity Gate Pull Off – a similar technique which uses a jamming pulse to disguise the actual
speed of the target by interfering with the apparent Doppler shift received by the radar –
particularly effective against CW (Continuous Wave) radars which most older Missile Guidance
radars use. Again, EM is important in preventing re-acquisition.
7. MCrit is the Critical Mach number of the advancing blade, which has a high velocity at the tip
(depending on blade length/RPM). When combined with forward speed, it can result in the tip
entering the “transonic” region where drag / flow / temperature all start inducing effects. MCrit is
the blade speed that marks the boundary between the “subsonic” and “transonic” regions. Below
MCrit, no problems, above MCrit there are control/drag/power issues. Swept back tips such as
BERP are designed to delay the onset of the transonic region, and hence raise MCrit.
8. Retreating Blade Stall occurs when the lift generated by the advancing blade due to pitch/airspeed
cannot be balanced by the AoA achievable on the retreating blade and the airflow starts to detach
causing an asymmetry of lift which manifests itself as a violent pitch up and/or undemanded roll
towards the retreating side.

120
now becomes the main factor limiting
forward speed; ideally, to minimise
disc loading (and therefore downwash)
in the hover, the blades are reasonably
large. However, this counts against you
in the cruise as the larger the blade,
the more the drag in “aeroplane” mode
– and in forward flight, drag increases
at the square of airspeed – i.e., double
the speed = quadruple the drag; the
power required to fly faster therefore
rises considerably (as does fuel flow).
By 2035 “blade morphing” technology
may well be matured enough to permit
the blades to change cross-section/
length between hover and fast cruise
modes – enabling the aircraft to optimise the rotor form for the stage of flight -
analogous to variable geometry (“swing wing”) technology that was popular in
the 60s/70s (F-111, Tornado, F-14 and MiG-23/27 being key examples). Indeed,
the Bell FCX-001 Concept shown at Heli-Expo 2017 included an element of
blade-morphing as one exemplar technology, and DARPA has been researching
the potential for several years.
2. Tilt-Rotor – Very similar to Tilt-Wing, except only the rotor system tilts with
the wing staying at a fixed angle. This system has been adopted by the V-22,
AW609 and the V-280 Valor contender for the US Army’s FVL/JMR project. The
former two rotate their engines and rotor systems, whereas the latter keeps the
engines fixed and just rotates the rotors – keeping airflow issues into the engine
and exhaust blast much easier to contain and predict.
3. Thrust Compounding – This is a radically different approach from tilt rotor

/ tilt wing. The helicopter has a far more “conventional” appearance with a

main rotor (often a twin set mounted coaxially) but augments this with either a
“pusher” or “tractor” propeller system; examples of both technologies have been
demonstrated recently. Sikorsky has test flown the S-97 Raider scout concept
(developed from the S-69 Advancing Blade Concept demonstrator of the 1970s
and, more recently, the X-2), which features a coaxial twin set of main rotors
(to prevent the need for an anti-torque tail-rotor and to offload the retreating
blade) and a pusher rotor on the tail for thrust augmentation. The S-97 has been
further developed into the SB-1 Defiant – a rival to the V-280 in the FVL/JMR
contest. In Europe, Airbus Helicopters has taken a rather different approach
with the X-3 (“X-Cubed” as Airbus call it) demonstrator. The X-3 took a AS365
Dauphin fuselage and added two stub wings fitted with tractor propeller units,
though powered from the same engine “pack” as the main rotor. The tail rotor
was removed and the anti-torque generated by differential pitch on the two
tractor propellers9. The X-3 was designed to investigate the possibility of slowing
down the main rotor in forward flight by offloading thrust to the tractor props
and lift to the stub wings (an element of lift compounding). Slowing down the
main rotor enables the onset of compressibility effects (eg Mcrit) to be delayed
(reducing power required for a given speed) and the offloading of lift to the wings
(as much as 80% at high speed10) prevents the onset of Retreating Blade Stall.
The X-3, sadly, now languishes in the museum at Le Bourget, Paris, but the
concept is very much alive with Airbus announcing at this year’s Paris Airshow
that the RACER (Rapid And Cost Effective Rotorcraft) concept will fly in 2020,
partially funded by the European “Clean Skies 2” initiative11. Whilst ostensibly a
civil platform, the potential performance and operating costs will doubtless have
much to offer the military.
….ALTITUDE IS LIFE INSURANCE

Improvements in speed via thrust or lift compounding also benefit the vertical
lift platform of the future by conferring the ability to operate more effectively at
higher altitudes. Improvements in sensor, flight control and display technology
9. Analogous to the Differential Collective Pitch used by the CH-47 family.

10. Airbus Helicopters X3 video on You Tube - https://www.youtube.com/watch?v=LxhogYKwV7Y -
accessed 21 Jul 17.
11. http://www.airbus.com/newsroom/press-releases/en/2017/06/Airbus-Helicopters-reveals-Racer-
high-speed-demonstrator-configuration.html

122
open up the possibilities of staying at
low level in weather and environmental
conditions that, in the past, have
either prevented flight or made the risk
almost unacceptably high.
There are several advantages
to flying higher than conventional
helicopters routinely do now.
1. Lower Probability of Detection

- In a tactical sense, high altitude
enables the platform to avoid visual,
acoustic and, often, EO/IR detection
due to range and moisture in the atmosphere. This permits, in an asymmetric
campaign, the ability to observe and control from high level and for assault
assets to transit undetected to their Initial Points to begin tactical descents on
ingress to their targets.
2. Visual, Radio and Radar Horizon - In the case of a carrier based organic
AEW/ASACS aircraft the ability to operate at 20-25,000ft instead of 10,000ft
dramatically increases the area the platform can survey, and increase the “radar
horizon” significantly. For land based assets operating in the WAS (Wide Area
Surveillance) or ISTAR roles the advantage is similar.
3. Survivability - Flying in the altitude block between 20-25,000ft provides a

healthy degree of immunity from many potential threat systems. Ballistic threats
such as Small Arms, HMG and RPG are utterly outranged, as are MANPADS
(though crews need to be wary of flying at 25 000ft pressure altitude in an area
where the terrain is significantly above Mean Sea Level – a MANPADS shot from

a 10,000ft AMSL mountain will likely
reach 25,000ft...). Weapons such as
heavy calibre AAA relying on optical
or EO acquisition and tracking are also
denuded to a great degree, and the
speed/height combination makes it
difficult to provide sufficient correction
for such weapons even if the platform
is seen and followed. However, unless
the aircraft has Radar Low Observable
design considerations and materials, it will require a comprehensive RF DAS fit
and TTPs to survive at medium altitude.
4. Range & Endurance – Turbine engines work better at medium altitude due
to better thermal efficiency (due to cooler intake temperatures) than at low level,
thus Specific Fuel Consumption (SFC) will improve with height. Flying at altitude
can also enable the aircraft to benefit from any high wind speeds and, if required,
route directly over weather that at low level would require re-routing.
However, flying high is not always a panacea. If the weather at altitude is

unsuitable – for example due to extreme icing conditions or thunderstorms – or
the risk of radar detection and radar laid threat from SAMs and enemy fighters is
adjudged too great, then the platform of the future will need to continue to exploit
the relative protection of the low-level environment. Indeed, at some stage, most
battlefield helicopter missions will require the platform to land to either deliver
or collect troops or equipment/supplies or to evacuate wounded personnel. Low
level flying brings its own problems though; even in daylight and in good weather
aircraft and helicopters still hit obstructions (such as wires) and suffer CFIT due
to a number of factors such as “false horizons”, exceeding manoeuvre/power
limits and crew distraction. There are several emerging technologies that a future
VTOL platform should consider exploiting to retain the option or service the
necessity of low flying in all environmental conditions.
At the moment, the major barrier to 24/7 Operations is the significantly
enhanced risk of flying in the low-level environment in darkness or other
environmental factors. Some of these risks can be partially mitigated today;
NVGs can help significantly as can radars and EO/IR systems. However, each of
these systems also come with limitations. NVGs require enough ambient light,
spectral reflectivity or cultural lighting to work – they are, after all, merely very
clever “image intensifiers” (hence why many NVG “tubes” are referred to as “I2”
systems) – and when there’s not enough photons hitting the photocathode the
User will simply see “green mush” rather than a usable image. Radar suffers from
being an obvious emitter on the aircraft (announcing the platform’s presence to
hostile ESM systems) and in finding it difficult to discriminate and classify small
targets such as wires. EO/IR cameras suffer when confronted with obscurants
(smoke/dust/sand/moisture), with thermal crossover12 and with areas of similar
12. A natural phenomenon when the thermal signature of an object in the “scene” matches the
background temperature and the thermal resolution of the EO/IR camera can no longer distinguish
them; the object, in effect, disappears for a short while until it heats/cools enough to be resolved
against the background. Modern cameras with greater sensitivity and prediction algorithms are
slowly lessening the impact.

124
temperatures (eg snow and sand). The current thinking regarding a reliable
and, most importantly, certifiable DVE system is based upon the philosophy
of a “3-legged stool” combining active/passive sensors (radar, Lidar, EO/
IR) with conformal Symbology (providing both a synthetic view of the outside
world from databases and reference markers) and enhanced Handling Qualities
(including automation). Holding these “3 legs” together is a “seat” consisting
of an open, scalable and certifiable architecture and Human Machine Interface
(HMI). This HMI will consist of a head-tracked Helmet Mounted Display System
(HMDS), Head Down Displays (HDD), system controls and, in time, an element
of haptic feedback through the flight controls warning the crews of obstructions
and aircraft performance/manoeuvre limits. Experiments have already been
conducted with such systems and the feedback from crews is positive. To
supplement “active sticks” crews may also benefit from 3-D audio and “pressure”
from their seats / flying clothing to indicate obstructions or threats. This certified
DVES will permit crews to operate at low level in extreme bad weather and low
ambient light conditions – enabling them to, broadly, fly in night/IMC the way
they currently do day/VMC. The system will detect and declare hazards and
threats and display them to the crew, who will use the advanced 3D Conformal
Symbology and flight control systems to fly and fight safely in conditions deemed
impossible today. Flying low in such conditions provides the benefit of terrain
masking from radar and EO/IR systems, minimises the warning of an approaching
aircraft due to the smaller noise footprint (and likely shielding by terrain), makes
a MANPADS engagement extremely difficult13 and, more prosaically, enables a
crew and platform to get to where it needs to go in condition that prohibit doing
so today at acceptable risk. The latter can include SAR missions in difficult
terrain/weather as well as delivering military effect.
DON’T BE SEEN OR HEARD…..

The first “rules” of survivability are “don’t be where the enemy are” and “don’t
be seen”. Enhanced connectivity, mission planning and capable ISTAR/ESM
systems are key to the former, whereas various forms of “stealth” are key to the
latter. By being better “connected” the platform of the future can learn from the
“combat cloud” – a vision of interconnected sensors and platforms akin to the
proposed “internet of things”14 – where the enemy are, what weapons have been
13. MANPADS require a certain minimum time to prepare for firing and flying low severely curtails the
warning time an operator has. Additionally, most MANPADS require “hyper-elevation” to launch (ie,
pointed well above the horizon) as the missiles are launched “cold” via an eject motor before the
main booster ignites. This confers a degree of safety for the firer but means the missile will “drop”
between “eject” and “boost” phases. Finally, acquisition for the operator, whilst it can be “cued” by
a radar system, relies upon the user to place the target in the missile seeker’s FoV and to acquire
enough signal to “lock” the target. In poor light and weather this task may well be impossible, and
most MANPADS are designed to engage targets against an “uncluttered” sky, not against a terrain
backdrop that may be full of UV/IR clutter.
14. The interconnection via the Internet of computing devices embedded in everyday objects, enabling
them to send and receive data.

employed/detected and therefore plan/re-plan accordingly to avoid contact. This
“cloud” can also pass reporting formats (CASEVAC/FIRES) without the ambiguity
and uncertainty that voice messaging can introduce. This enhanced “information
dominance” also minimises the possibility of “Blue on Blue” by providing an
element of Combat ID.
Therefore, the extension of modern combat information systems can improve
our “don’t be there” challenge. More pertinent to the helicopter of the future is
how we can ensure that we “don’t be seen”. There are 3 main areas to consider;
1. Radar Low Observability (LO). Over the past 3 decades the use of the
word “stealth” has become synonymous with countering radar systems. Radar
stealth has been successfully employed via aerodynamic shaping and RAM
(Radar Absorbent Material) on successive generations of fixed wing air platforms
and naval vessels. It is important to remember that LO does not render a
platform invisible per se, it merely reduces the signature sufficiently to provide
the required tactical advantage against the targeted radar frequencies from the
desired aspects – hence the F-22 / F-35 likely have their LO designs optimised
against fighter/SAM radar systems from the frontal aspect. Helicopters, due to
their shape, propensity for externally mounted systems and main/tail rotors,
have proven stubbornly resistant to attempts to reduce their radar signature. The
only publically acknowledged Radar LO helicopter programme was the RAH-66
Comanche. The Comanche used several techniques to reduce its Radar Cross
Section (RCS). Some of these were obvious; retractable undercarriage, internally
stowed weapons and a distinctive faceted skin shape. Others were subtler; a gun
turret that stowed 180o when not required, blanking on engine intakes and the
liberal application of RAM. Whilst the official figures are classified, the RAH-66
was considered in many public domain documents to have an RCS equivalent to

126
a single Hellfire missile from a head-on aspect. This enabled the Comanche to
get closer to the enemy, undetected, to carry out its recce role and to conduct
a precision strike if required. Whilst not publically acknowledged, examination
of an undestroyed tail section of a what appeared to be a UH-60 derivative
that took part in Operation NEPTUNE SPEAR15 suggests that other, “black”, LO
programmes are in existence. Images of the tail appear to show an element of
faceting, swept back stabilisers and a covered tail-rotor hub. It can be assumed
that the construction includes elements of RAM.
2. Visual Signature. Somewhat more prosaic than Radar LO, for where
helicopters spend much of their time delivering effect, managing their visual
signature is just as important. Most of the traditional weapons employed against
15. The US SF raid on a compound in Pakistan which killed Osama Bin Laden

helicopters are optically acquired a laid – delaying or denying the acquisition
is key to preventing an engagement. Camouflage has been used for centuries
to confuse opponents. Air platforms can struggle due to the rapidly changing
backdrop as they cross the terrain. Recent advances in paint and skin technology
are demonstrating the ability to actively “match” the camouflage of the aircraft to
its background. The clever use of cameras and specialist paint (with electrically/
chemically enabled crystals) has enabled engineers to tailor the colour of the
paint to match a required backdrop. These so called “chameleon” paints open
the door to real-time active visual camouflage. Rather easier to achieve than
adaptive paint is to simply reduce the visual signature by making the aircraft
smaller. Happily, this is a by-product of radar LO as the need to “clean up” the
outside of the aircraft (by retracting the gear and the use of internal weapons
bays) has a marked reduction in the visual signature – both in terms of overall
size and angles that can produce sun glint. The RAH-66 had an apparent “head-
on” visual signature smaller than an OH-58 Kiowa and significantly smaller than
the AH-64 – and that small signature can be the difference, like radar LO, in
achieving or failing in your task. For example, in my Tactical Instruction days I
often conducted air combat sorties against the Hawk T.1 and had “calibrated”
my eyes to its size; when we couldn’t access the Hawk for a specific “work up”
period we were able to get support from the QinetiQ Alfa Jets. We had a rude
awakening as, from head on, the Alfa Jet had a significantly smaller profile than
the Hawk and could often get inside IR Missile range before we could detect it.
Luckily for us, without a radar the Alfa Jet crews had difficulty finding us due to
our effective camouflage….
3. IR Signature. For a platform that is tasked with delivering effect on the

battlefield, the chances of acquisition by IR sensors and engagement by IR
missiles, such as MANPADS, is high. Reducing IR signatures has been almost
as an afterthought for legacy aircraft; IR Suppression systems can be applied
to engine exhausts, IR “blankets” can shroud hotspots such as gearboxes and

128
transmissions and IR reflective paint
can try to prevent enough signal for
acquisition or lock. Whilst all of these
are useful modifications, they are
not perfect. IR Suppressors often
drain the engine of available power
either to run the cooling fans which
mix hot exhaust with cold air or by
interrupting the clean path of exhaust
gasses. They are also heavy and can
cause increased drag and RCS. IR
Blankets can provide a significant degree of protection against more advanced
IR systems that employ Band IV sensors, but, again, they add weight and can
inhibit cooling – in turn causing increased stress on components, especially
in hot environmental conditions. IR paint requires checking and repainting as
it can weather over time. The next generation of aircraft will need to consider
improved IR signature management as a design driver; again, the RAH-66 shows
us some of the concepts with engines buried in the fuselage and the use of the
tail boom area to mix hot exhaust gas with cooling air. Novel technologies, such
as BAE Systems ADAPTIV16, in a similar way to active camouflage, can disguise
or confuse IR systems. ADAPTIV has demonstrated an ability to, in effect,
create artificial thermal crossover and mask the platform from IR sensors. Even
subtler, given that high definition IR sensors can now do target ID/classification,
ADAPTIV can adapt its panels to mimic an entirely different platform – potentially
disguising itself, in IR terms, as a “friendly” or non-combatant. Ultimately, the
switch to electric power over conventional turbines offers an opportunity for a
step change in reducing IR signature. Given the “Moore’s Law” that seems to
be in effect in the automotive industry with the continual improvement in electric
drivetrains and batteries, and the recent demonstration of electric light aircraft17,
electric propulsion must be a key enabling technology for the future.
4. Acoustic Signature. On the battlefield, aircraft noise is seldom deemed

important. However, for SF missions and when conducting deep raids (the Ship
to Objective Manoeuvre doctrine used by the USMC to justify the development
of the V-22) the element of surprise can be lost by the enemy being alerted by
the sound of the approaching helicopters. The noise generated by the rotor
system and gearboxes can travel a significant distance on a quiet night. Whereas
careful mission planning (exploiting wind and terrain) can delay the onset of the
noise, rarely can the platform achieve total surprise on the LZ. Conveniently,
many of the technologies we’ve already discussed have a side effect of reducing
noise. For example, the application of advanced blade technology, with swept
back tips that are designed to reduce drag and delay Mcrit, smoothens the
separation of vortices from the blade which can significantly reduce the acoustic
signature. Likewise, shielding the tail rotor for radar LO reasons in a Fenestron
can reduce noise. Another look at the supposed “stealth” tail from the NEPTUNE
SPEAR helicopter reveals additional blades on the tail rotor – the more blades,
16. http://www.baesystems.com/en-uk/feature/adativ-cloak-of-invisibility
17. http://magnusaircraft.com/efusion2/

the greater the generated lift and the slower the hub needs to rotate – thereby
reducing noise. The use of thrust and lift compounding offloading the main rotor
also handily reduces noise. Finally, the advent of electric propulsion will further
reduce platform generated noise. We may be some way off an Airwolf-style
“whisper mode” but significant strides in that direction are being made.
THE WEAK LINKS?

Recent decades have seen a number of technologies categorised as a
“Revolution in Military Affairs”; the development of Precision Guided Munitions
helped to increase accuracy and reduce collateral damage whereas the advent
of UAVs has dramatically increased the persistence of ISR and strike platforms
in non-contested airspace. Precision internal and space derived navigation
solutions have made a dramatic difference to accuracy and efficiency. However,
with all of these technologies there are concomitant weaknesses; these are with
both the systems and the operators.
Napoleon Bonaparte once philosophised that “You must not fight too often
with one enemy, or you will teach him all your art of war”. Recent, similar,
asymmetric campaigns have given the West’s potential enemies some very
useful pointers in how we wish to conduct our campaigns. In any “near-peer”
conflict degradation, spoofing and denial of space based navigation, data-
links and other network-enabled capabilities must be expected. As platforms
become more connected and more dependent on 3rd party information so they
will become more vulnerable to Electronic and Cyber-attack. Often, nefarious
spoofing of information can be far more dangerous that flat out denial. Jamming
can be overcome by procedures and internal navigation systems can make up for
losing GPS, but the introduction of undetected false information into a network
can cause chaos. In “soft” terms it can lead to wasted time/resources, in “hard”
terms it can lead to luring aircraft into dangerous situations, provide false data
on terrain/obstructions/threats or even result in deliberate collateral damage on
civilian targets or “blue on blue” friendly fire. “Information Assurance” circuits are
likely to be an integral part of the connected battlefield to try to prevent networks
becoming compromised. Cyber-attacks are real now; they’re probably happening
as you read this article against both Commercial and Government systems.

130
AMERICA’S FRONTLINE

The commanders of the future must assume that their C4ISTAR nodes will be
attacked as will individual soldiers and platforms. Procedures need to be in place
to cope; an intriguing insight into the mind-set of the military in this respect is the
reintroduction, albeit in limited form, of celestial navigation by the US Navy18; a
sextant, after all, can only be “jammed” by the weather.
Perhaps the ultimate “weak link” in the aircraft remains the pilot and flight
crew. A typical battlefield helicopter will have a crew of 3 or 4 which, with
kit / seats and crew-vehicle interfaces may add up to over 1500lbs of weight
which may be better used as additional payload, mission equipment or fuel.
The concept has already been proven, to a degree, by the deployment of the
Optionally Manned K-Max helicopter to Afghanistan. The flight crew would
conduct the pre-flight checks then look at the mission requirements and balance
threat against payload and decision making before deciding whether to fly or not.
There is, however, a difference between delivering “inert” cargo and delivering
troops onto the battlefield. This is what a colleague of mine refers to as a
“Societal Readiness Level”; in 2017, we tend to not bat an eyelid at getting on a
driverless train, but we are still in the very early days of accepting driverless cars/
taxis let alone flying as a passenger on an automated aircraft. However, casting
our gaze forward 20 years we may well, as a society, have embraced automation
in cars/taxis and therefore be more accepting of the concept of an automated
airliner or battlefield helicopter. Automation will also play an important part in
gathering, sifting and fusing the networked data in the future battlefield, and in
using that data to protect and defend the platform. Many anticipate the future
radar threat to be so challenging that only a highly complex and choreographed
combination of manoeuvre and countermeasure release will have a reasonable
chance of avoiding or defeating the threat; the platform will have a much more
accurate awareness of its own RCS and the AoA/parameters of the search radar,
enabling it to exploit LO, jamming and terrain to avoid detection. If detected
and engaged, potentially the accuracy of the manoeuvre and the timing of on/off
board countermeasures is beyond the capability of a human crew, regardless of
their experience and training.
SO, HOW CLOUDY IS THE CRYSTAL BALL?

Forecasting the future is always fraught with risk; a glance at the magazines
of the 1950s then outside my window reveals a total lack of hovering cities, no
flying cars and disturbingly few robot street cleaners. Coupled to the relative
stagnation in helicopter development over the past generation (save for the
extended gestation of the V-22) then the risks associated with prediction
seem high. However, there is a tangible re-invigoration in the vertical lift
environment being driven by the JMR/FVL programme, and this renaissance
has been recognised by major manufacturers both sides of the Atlantic. NATO
has also entered the fray, tasking the Joint Air Power Competence Centre
(JAPCC) to examine future rotorcraft capability from 203519 and standing up a
18. http://www.npr.org/2016/02/22/467210492/u-s-navy-brings-back-navigation-by-the-stars-for-
officers
19. https://www.japcc.org/portfolio/future-battlefield-rotorcraft-capability/

132
Next Generation Rotorcraft Capability (NGRC) “Team of Experts” drawn from
government/military organisations and a NATO Industrial Advisory Group (NIAG)
drawn from Industry (and which the author is a member of – though it’s not
helping to clear the crystal ball yet!).
In an ideal world, the military would conduct a threat assessment of the world
in 20 years’ time, take a stock-take of current and planned/funded capabilities,
assess if these can fulfil the mandated tasks and, if not, conduct a gap analysis
of what is missing. Plugging this gap is where R&D comes in. Aside from the
Capability Sets (Cap Sets) for JMR/FVL (and extant USMC SToM doctrine) there
seems to be little doctrinal drive to develop these capabilities, nor government
willingness to fund them. At the equivalent stage in F35, for example, several
nations were signing up to be partners viewing the output as a key component
of their future strategies; at the time of writing no partner nation has come
forward on either V-22 or JMR/FVL. Perhaps this is the acid test on whether
The West is politically and industrially committed to new technologies and new
capabilities; flying faster, higher and in worse weather than ever before, or is
thinking more conservatively – pragmatically assessing the political and industrial
implications. The Atlantic seems to be the barrier here, with the US forging ahead
in technology and doctrinal terms while Europe seems more concerned with
developing “dual use” conventional helicopters which, to this day, are in many
cases little more than a coat of green paint and some avionics added to a
civil machine.
What will replace the UH-60, EH-101 and NH-90? In the US military, it seems
certain the answer will be a tilt-rotor or thrust compounded platform. In Europe?
The answer is far less clear cut, and the UK’s impending Brexit provides an
intriguing opportunity for the UK military to either embrace the new technology or
stay with the herd. v

134
Presenting Heliops Frontline Downloads
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21ST CENTURY MULTI-ROLE CAPABILITY
With every mission, the Bell AH-1Z and UH-1Y earn the reputation of being the most capable attack
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of missions, effectively and efficiently, anywhere in the world. The Bell AH-1Z and UH-1Y – among the
© 2017 BELL HELICOPTER TEXTRON INC.
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2017 I ISSUE 13

Defence. We make it fly.

52 THE FLYING DOLPHINS OF THE RUSSIAN AIR FORCE!

76 A LOT OF STUFF TO SELL

100 SO, YOU WANT TO LEAVE THE MILITARY?

114 THE MILITARY HELICOPTER IN THE 2030s

NORTH AMERICAN EDITOR

• Do every course and qualification offered by the service – while it may

BELL AND PGZ COOPERATION ON UH-1Y

CHINESE Z-19E MAKES MAIDEN FLIGHT

H-146 DEPLOYED TO IRAQ

BOEING TO MODERNIZE US ARMY CHINOOK

AUSTRALIAN TIGER ACHIEVES 2,000 HOURS

FIRST ROYAL NAVY MERLIN MK.4 UNVEILED

RUSSIA SUPPLY MI-171SH TO BURKINA FASO

HMX-1 / MV-22B HMLA-1 69 / AH-1Z

VMM-26 2 / MV22B HMH-46 6 / CH-53E

HMLA-3 69 / AH-1Z HMX-1 / VH-3

HMLA-3 69 / UH-1Y HMLA-4 67 / UH-1Y

YUMA SAR / UH-1N

VMM-36 5 / MV22B VMM-26 5 / MV22B

VMM-76 4 / MV22B HMH-77 2 / CH-53E

HMLA-4 67 / AH-1W VMM-36 3 / MV22B

Stunning illustrations from Italian

Limited numbers available so order

FIRST HELICOPTER FIRING OF HIGH ENERGY LASER

FIRST MI-28UBs FOR RUSSIAN MoD

KA-52K COMPLETES INITIAL MARINE

BALLISTIC-CRASHWORTHY FUEL SYSTEM FOR MD530

VH-92A TAKES MAIDEN FLIGHT

SIKORSKY TO BUILD 257 BLACK HAWKS

PAKISTAN NAVY RECEIVES UK SEA KINGS

UK WILDCATS TRAIN WITH GERMAN NAVY

HAL’s PT-2 MAKES

FIRST FIRING OF SEA VENOM

UPGRADE FOR JAPAN’S APACHES

GERMAN NAVY SEA KING sim

When landing of MV-22Bs were not

USAF C-5M with 87-0032

(Suicide Vehicle-Borne Improvised in following weeks until ISIL was fully

USAF HH-60U US ARMY H-72A

USMC MV-22 US ARMY AH-64D

USAF UH-1N YOKOT US COAST GUARD

USAF VH-1N - 1ST

USMC MV-22B US NAVY MH-60

USMC MCAS YUMA

The U.S. Military Rotorcraft 2017 Poster

They make a great addition to your office, hangar,

One of four Mi-8MTV-

L370-5 (a.k.a PRESIDENT-S) DIRCM which is proposed to be installed on Mi-8MTV-5-1 V

Not all of Mi-8MTV-5-1s are in two

8A813C Kontur-10C weather radar installed under nose cone of a RuAF’s

This is 97322 a Mi-8MTV-5-1 under production for RuAF at Kazan

One of two Mi-8MTV-5-1s of RuAF in final

Receiver Unit with weight of 5.5kg.

KEEPING THE AIRCREWS COMBAT READY

PEAK OF MASS PRODUCTION BY KAZAN PLANT

BOTTOM: The Serbian air

no examples of commercially successful big

BEST-SELLING OF ALL TIMES

‘HIND’ EXPORTS PROCEEDING WELL

The latest large-size contract for delivery of as

ALGERIA REMAINS A STRONG MARKET