Defence Industry Bulletin - October 2018 (#19)

Insider knowledge for the discerning defence and security professional

Issue #19 October2018

INDIA LAUNCHES MAJOR RIFLE RFI

STEEL CUT ON QATAR CORVETTES

BOEING WINS US TRAINER CONTRACT

INTERVIEW

AIRBUS ROTARY PLANS

THE ‘ARMED CIVVIE’ EXPLORING THE PLUG-AND-PLAY ATTACK HELO WILL TURKEY BUY PATRIOT?

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SAUDI INDUSTRY TARGETS AFRICA

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MARINE ACV WORK BEGINS

Land Defence giants push to deliver USMC amphibious combat vehicles Eugenio Po

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fter the selection by the US Marine Corps (USMC) of the ACV 1.1 (Amphibious Combat Vehicle) 8x8 amphibious vehicle, BAE Systems and its Italian partner, Iveco Defense Vehicles (Iveco DV, of the CNH Industrial group) are working to supply the first 30 vehicles to the USMC under a contract worth $198 million.

The total value of the ACV 1.1 programme, consisting of 204 vehicles, 60 Low Rate Initial Production (LRIP) and 148 Full Rate Production (FRP), is estimated at around $1.2 billion. The Marine Corps will sign the second contractual option in January 2019 for the next 30 LRIP vehicles, after which the FRP will follow (in a first batch of 56 vehicles followed by a second one of 92).

The first examples of ACV 1.1 are almost identical to the first 16

prototypes involved in the final phase of the competition. The most important difference may be the presence of an entirely new turret (RWS, Remote Weapons System) developed to fulfil USMC requirements. The 3rd Assault Amphibian Battalion of the I Marine Expeditionary Force MEF based in Camp Pendelton (Ca) will be the first unit to receive the vehicle in the fourth quarter of 2020. The USMC plans to achieve the Full Operational Capability (FOC) by 2023, meaning that all deliveries will be completed and the regiment will be ready for operational deployment.

Italian Iveco Defence Vehicles (DV) with its Bolzano plant is strongly involved in the production of many components, from the whole automotive part (engine, gearbox, driveline, cooling system, suspension and braking system) to

An ACV 1.1 approaching the beach during testing. Image: BAE Systems

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the seats and the mine protection system. Under the ACV 1.1 programme, the workload of Iveco DV, designer of the vehicle, should be around $400 million, considering only the first four years of work of the ACV 1.1 programme.

The ACV 1.2 will emerge from a follow on phase involving the construction of another 490 vehicles, scheduled for the following six years (after an initial four years for a total of 10 years of production). The ACV 1.2 will be largely identical to the previous ACV 1.1 and the vehicle will also be completed in three new variants: Command Post, Recovery and Ambulance. In addition, a new version with a two-man turret (made by the Norwegian Kongsberg already installed on the US Army STRYKER) will also be introduced, with armament in the shape of a 30 mm gun.

Land British Army adopts Israeli counter-drone radar Oliver Austin

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he British Army is the first customer for an advanced counter-drone solution which includes the Multi-Mission Hemispheric Radar (MHR) from Israel’s RADA.

Deliveries of this programme are expected to be concluded within 2018 The MHR is currently embedded in the Rafael Advanced Defense Systems Drone Dome counterdrone solution and will be delivered to the British Army in the coming months. These systems will be used

to protect from airborne drones some sensitive facilities and sites on which British armed forces are deployed.

Several initial systems are being purchased by the British Army with additional potential for significant further orders which are expected to materialise in the coming year.

Rafael’s Drone Dome team, together with RADA, won the UK Ministry of Defence tender ahead of Israel Aerospace Industries’ subsidiary Elta and Italian company Leonardo.

The MHR provides 360-degree surveillance and detects the drones at distances of 3-5 kilometres.

Signal intelligence system along with electro-optical sensors, provide additional layers of threat classification and identification, while RF jamming provides the soft-kill layer of this solution.

Deliveries of this programme are

expected to be concluded within 2018.

“This win, in view of the advanced competition, demonstrates the leadership of our software defined, multi-mission AESA radars in the fields of VSHORAD (very short range air defence) and C-UAV (counter UAV) warfare,” said RADA CEO, Dov Sella.

“It is the first sale of the Drone Dome solution, after intensive global business development efforts over the past two years by the joint team, to a leading global force such as the British Army. As a result, we expect that sales of these radars, as part of the Drone Dome solution, will gain significant momentum in the coming quarters.”

British forces were impressed by the ‘Drone Dome’ technology. Image: RADA

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Land India issues RFI for 650,000 rifles Oliver Austin

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ndia’s Ministry of Defence (MoD) has invited responses from local manufacturers by 20 September to a request for information (RFI) regarding the supply of 650,000 7.62×39 mm assault rifles for the Indian Army for an estimated $1.69 billion.

India is planning to licenseproduce the Russian AK-103 assault rifle

Issued on 31 August, this is the fourth alteration made by the IA since 2011 to the qualitative requirements for the rifles, which are set to be procured under the ‘Buy and Make (Indian)’ category of the MoD’s Defence Procurement Procedure 2016.

The latest RFI lists revised requirements that supersede those stipulated by the Army when the MoD approved the local manufacture of 740,000 7.62×51 mm assault rifles in January 2017 for all three services, including 550,000 for land forces.

India is planning to license-produce the Russian AK-103 assault rifle

The new rifles will replace India’s INSAS assault rifle. Image: Howard Ketter

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in one of three existing Indian ordnance factories. Discussion on the production line was initiated by defence minister Nirmala Sitharaman in Moscow in April this year and may already be a frontrunner to meet the RFI.

Land Op-Ed: Will Turkey Buy the Patriot System? Debalina Ghoshal

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or years, Patriot air and missile defence systems have proved their mettle as a defence against enemy threats. They are combatproven and, hence, have found a market for themselves worldwide. NATO countries use Patriot as it is easier than upgrading their own defence systems to be interoperable, therefore providing greater defensive coverage.

However, Turkey, a NATO member is yet to possess the Patriot system.

‘coup’ as Turkish decision-makers were openly contemplating an option to buy Chinese air and missile defence systems and ignoring outcry from NATO partners. Removal of existing Patriots has also thought to have been attributed in part to Turkey’s anti-Kurdish sentiments. Turkey’s President Recep Erdogan did the negotiations no favours when he accused the US of being complicit in the 2016 coup attempt.

It is not that Turkey does not host Patriot systems in their territory, but those systems do not belong to Turkey. Due to the growing missile threats presented by the Syria crisis, NATO members – including Germany, Spain, the Netherlands and the United States – have hosted Patriot systems in Turkey to counter missile threats.

Despite these glitches, the US has now offered to sell the Patriot systems to Turkey. Turkey is already in plans to buy the Russian S-400 air and missile defence system.

If Turkey is to choose the Patriot, it would be largely guided by the geopolitical needs of Ankara, much like its decision to join an alliance with European countries.

The Patriot and the S-400 fall into different categories of air and missile defence system, so ultimately Turkey could choose both to manage a varied threat environment.

That said, Raytheon – as the makers of Patriot and under the auspices of its President, Wes Kremer –has specifically stated that purchase of the system would solely be a ‘government to government’ decision in which the company would have no role to play. But Turkey, having already operated the Patriots in its territory, has working knowledge of the system and how it can be integrated into its air defence shield.

Turkey, having already operated the Patriots in its territory, has working knowledge of the system and how it can be integrated into its air defence shield But Germany and the US have recently removed their Patriot systems from Turkey rather than renewing the agreement – much to the annoyance of Ankara. These geo-strategic changes were taking place before Turkey’s attempted Image: USAF / Debbie Lockhart

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Land For the S-400s, Turkey would need separate related systems that would support the functioning of S-400s on a stand-alone basis.

It must be noted that Turkey is likely to be seeking missile defence systems that can integrate with its own indigenous interceptors rather than having to purchase a new interceptor from a foreign source.

Turkey may therefore look for a more ‘open’ system that is already compatible.

In fact, Lockheed Martin has been developing the Medium Extended Air Defence System (MEADS) and claims Turkey has a “fairly developed industrial infrastructure” which could open the door to integration with indigenous Turkish interceptors.

Selling Patriots to Turkey would still remain a priority for the US as this should minimise the odds of Turkey looking towards procurement of Russian systems. Concern about this possibility is said to be so grave that the US Ambassador and Acting Assistant Secretary of State for Political Affairs, Tina Kaidanow,

claimed earlier this year that the US was in talks with Turkey to “give the Turks an understanding of what we can do with the Patriot.”

Whether the US would allow indigenous interceptors to be fitted into Patriots, or allow Turkey to embark on joint production, remains speculative. Kaidanow further claimed that the US wishes to ensure the systems acquired by its allies “remain supportive of the strategic relationship between us and our allies, and in the case of Turkey, that [means] Patriots.”

Washington is concerned that the decision to buy the S-400s could eventually result in Ankara supporting Moscow’s policies and strategic decisions, whether in Syria, Ukraine or elsewhere. This is a justified concern. Already the Turkish Prime Minister Binali Yildrim has said pointedly (in March 2018): “The US is still our ally despite its mistake in the region of Syria.” Such statements will not be viewed in a positive light by the Trump administration.

Turkey does not consider Patriot an alternative to the S-400, as was clarified by Yildrim. So even if Turkey does buy Patriot, there would be no guarantee they would not also buy S-400s or other Russian inventory. Many in the US have recommended an embargo on transferring the F-35 Joint Strike Fighter (JSF). But it is not clear if such a stance would be enough to coerce Turkey to stop purchasing the S-400s, as Turkey could instead seek procurement of Russian fighters to refurnish its fleet. Others have also recommended hard sanctions to be imposed on Turkey in the event of a Patriot contract, but how far these sanctions would work remains difficult to know.

Selling the Patriot to Turkey would not be an easy task. The concerns the US have must be addressed adequately by the State Department before it can take any decision. Likewise, Turkey’s own strategic goals and interests need to be understood in granular detail

by US and her allies before it can expect a deal to be struck.

But the US must also realise that

The S-400 Triumf system – pictured here at a Moscow military parade – may tempt Turkish defence ministers.

Image: UMNICK

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Land Saudi Arabian defence industry looking to grow in African market Oliver Austin

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s part of its efforts to develop its capabilities and reach, the Saudi Arabian Military Industries Company (SAMI) was showcasing its offerings at Air Force Base Waterkloof in Pretoria, South Africa, in September. The company aims to enhance its presence in the African continent and explore new opportunities in this growing market.

Launched in May 2017, SAMI is a state-owned military industries company established by Saudi Arabia’s Public Investment Fund (PIF) to increase local content and build a sustainable and thriving military industries sector in the Kingdom. With a strategic framework in place, SAMI aims to contribute around 14 billion SAR ($3.7 bn) ‎directly to Saudi Arabia’s GDP‎, increase the value of national exports by about 5 bn SAR ($1.3

bn), invest over 6 bn SAR ($1.6 bn) for research and development, and create over 40,000 direct ‎jobs locally by 2030.

Dr. Andreas Schwer, CEO of SAMI, expressed his delight that SAMI is showcasing its growing portfolio of military products and services in four key areas – Aeronautics, Land Systems, Weapons and Missiles, and Defence Electronics.

This contributes to the company’s efforts to localise 50 per cent of Saudi Arabia’s military spending, which is one of the most important targets of Vision 2030.

“The Saudi Military Industries Company’s [presence] signifies the Kingdom’s intention to open cooperation and establish partnerships on the African Continent,” said Dr. Schwer.

“The Saudi government is keen on establishing a new phase of strategic relationships with South Africa, and looks forward to new investment opportunities and to building joint ventures with South African companies. These will be to our mutual benefit, and in particular of benefit to the Saudi market, which is characterised by its promising opportunities and sustainable growth.”

During the exhibition, Dr. Schwer met with Hon. Nosiviwe MapisaNqakula, South Africa’s Minister of Defence and Military Veterans, to discuss bilateral relations between Saudi Arabia and South Africa in the fields of military and security manufacturing, and to explore ways to achieve the countries’ shared objectives.

Saudi Arabia is the second largest importer of defence equipment in the world. Image: Cpl. Kyle McNan, USMC

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Sea Brazil significantly boost its power projection capability Victor Barreira August, the Brazilian Navy new Inflagship, the PHM “Atlântico” (A140) multi-purpose helicopter carrier arrived at the service’s Arsenal de Marinha do Rio de Janeiro (AMRJ) shipyard, where the ship is based.

Together with NDM Bahia (G40) landing platform dock (LPD), PHM Atlântico provides the Brazilian Navy with a comprehensive capability to execute a payload of long-range maritime and aviation missions.

PHM Atlântico (Porta-Helicópteros Multipropósito) – formerly HMS Ocean (L12) within the UK Royal Navy – was purchased by the Brazilian Navy for BRL381.081 million on 19 February 2018 as part of the force’s Strategic Programme to “obtain full operational capability’. The ship was commissioned from the Royal Navy on 29 June at HMNB Devonport naval base in Plymouth.

Several upgrades were added since the ship was commissioned by the Royal Navy from Vickers Shipbuilding and Engineering (VSEL) in 1998.

The package for Brazil included the ship’s Artisan 3D search radar, KH1007 and KH1008 surface surveillance and navigation radar systems, four 30mm DS30M Mk 2 remote weapon systems, DNA(2) command system, as well as four Mk5B landing crafts. Studies are taking place to potentially modernize the ship’s DNA (2) system.

machine gun systems, datalink systems, SATCOM terminal, electronic support measures (ESM) system and the 130mm decoy launching systems.

Prior transfer to Brazil, the ship, displacing 21.578 tonnes, measuring 2,034 m in length and offering 8000 nm range, was refitted

by Babcock and BAE Systems according to a separate contract.

Prior departing from the United Kingdom on 1 August, PHM Atlântico went through operational sea training at the Royal Navy’s Flag Officer Sea Training (FOST).

Both surface platforms were designed to execute missions such as transport of troops, armoured vehicles, trucks and equipment; logistics support, surveillance, command and control, disaster relief, humanitarian aid amphibious assault. The NDM Bahia particularly has provisions to conduct ship-to-shore tasks thanks to AAV7A1 RAM/RS and AAV7A1 amphibious assault vehicles and high-capacity landing transport crafts.

They can also carry out aviation roles including search and rescue, anti-submarine and surface warfare, troop and cargo transport, close air support, airborne assault,

patrol, surveillance and maritime interdiction thanks to naval helicopters such as AH-11A Super Lynx and AH-11B Super Lynx multi-role helicopters with the later to potentially be armed with new anti-surface warfare missile system; UH-15 Super Cougar utility helicopters; UH-15A Super Cougar combat search and rescue (CSAR) helicopters and UH-15B Super Cougar anti-surface warfare (ASuW) helicopters armed with Exocet AM39 Block 2 Mod 2 missile; as well as SH-16 Seahawk multipurpose helicopters that can be armed with AGM-119B Penguin Mk2 Mod7 anti-ship missile, Mk 46 Mod 5 lightweight torpedo and 7.62mm MAG58M machine gun.

For self-protection, NDM Bahia (Navio Doca Multipropósito) is armed with a single station armed with 20mm F2 cannon; four protected mountings for 12.7mm heavy machine gun; as well as two SIMBAD missile launchers, each armed with two ready-to-fire MISTRAL 1 very short-range air defense missiles (VSHORAD).

The ship operating from the Rio de Janeiro Naval Base and displacing 12.000 tonnes and measuring 168 m in length was commissioned in March 2016 from French Navy were the it served as the FS Siroco (L9012).

The three 20mm Raytheon MK 15 Phalanx Block 1B Baseline 1 closein weapon systems (CIWS) were removed before transfer of HMS Ocean to Brazil, as well as torpedo defence systems, 7.62mm M134 The PHM Atlântico and NDM Bahia ships provide Brazil with formidable tools to execute a wide range of missions. Image: Brazilian Navy

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Sea Details on new DOHA class corvette for Qatar Eugenio Po

A computer image of the new DOHA class corvette. Image: Fincantieri

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he Muggiano (La Spezia) shipyard Fincantieri has begun work on the first DOHA class corvette for the Qatar Emiri Naval Forces (QENF).

further 10 years after the delivery of the ships. For this purpose Fincantieri set up a new company called Fincantieri Service Middle East.

At the end of July Fincantieri started the construction of the ship with the official steel cut ceremony at the presence of the Qatari defence minister, His Excellency Khalid Bin Mohamed Al Attiyah and the Italian defence minister, Elisabetta Trenta.

The DOHA corvette is 107 metres long, 14.70 metres wide and has a displacement of 3,250 tons and a maximum speed of 28 knots.

The ship has a “full diesel” power plant (CODAD; Combined Diesel And Diesel) with 4 MAN motors (8,000 kW of power each), can accommodate 112 persons on board, but has a crew of 98 men and women. The corvette, designed with the RINAMIL rules, will be able to fulfil a different range of tasks, from surveillance and sea rescue to “traditional” fighting.

Fincantieri is working on the vessel under a larger, 4 billion euro, contract which will see the Italian shipbuilder deliver a total of seven surface vessels: four DOHA corvettes, one amphibious vessel LPD (Landing Platform Dock) type and 2 Offshore Patrol Vessels (OPVs). The contract also includes support services in Qatar for a

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The armament of the DOHA class is very powerful for a ship of that category. The corvette has a 76/62

mm Leonardo SUPER RAPID gun ad 4 mid-ship launchers for MBDA EXOCET surface to surface anti ship missiles. The corvette has 16 VLS for MBDA ASTER 30 Block1 surface to air anti ship missiles with anti ballistic capabilities and RAM missile air defence system for self defence.

The vessel has an equally complete sensor suite comprising a Leonardo KRONOS GRAND NAVAL multi-functional AESA (Active Electronically Scanned Array) radar, an NA-30S Mk-2 fire control system a MEDUSA electro-optical fire director and a SASS IRST (Infra Red Search and Track). It will be capable of operating high-speed boats such as RHIBs through lateral cranes or with a hauling ramp located at the far stern, and the flight deck and hangar are sized for hosting one NH-90 helicopter.

Sea Babcock: Delivering proven global OPV capability Oliver Austin

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ngineering service company Babcock International has been showcasing its design of modern multi-role Offshore Patrol Vessels (OPVs) with an emphasis on hull forms at Defence IQ’s OPV 2018 conference and exhibition in London.

The Babcock team discussed the importance of innovation as the company promotes its latest programmes, design and build capability, through-life support and marine training for the general purpose frigate market.

With a portfolio of 50m inshore patrol vessels and 90m OPVs, of which Babcock is in the finishing stages of completing a fourth ship for the Irish Naval Service’s OPV Fleet, the international conference will provide a platform for the company to display innovative hull forms – developed for its Defender

range of multi-role OPVs and its most recently launched Arrowhead 120 and 140 ships – all underlining the company’s design credentials.

Understanding the global demand for smaller, more versatile crafts, Babcock says it is demonstrating its universal capability to design new ships which meet customer requirements for ever more capability and operational flexibility from a single platform. Its Defender and Arrowhead portfolio enable design variants, bespoke reconfigurations and armaments solutions to “deliver exactly what its customers want – wherever in the world they operate.”

Babcock’s multi-role vessel hull form is a distinctive yet traditional design that has been optimised with MARIN for seakeeping, fuel efficiency and launch and recovery of off-board assets. The company’s

blend of commercial and military technology provides a robust and cost effective design. All backed by a comprehensive through-life support and network of global naval training, Babcock provides the full package of design, build and support services.

Simon Knight, Babcock’s Naval Engineering Director said: “Babcock’s flexible approach means that we can provide an extensive range of global support to a wide range of maritime protection and enhancement organisations.

“This includes in-country maintenance, technology transfer, training or full design and build from our own or local facilities.

With many decades of experience of delivering in the OPV market, we look forward to profiling our platform range and capability.”

The Irish Naval Service ship LÉ Samuel Beckett (P61) on a naval exercise shortly after commission. Image: Irish Defence Forces

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Sea South Korea sees launch of new indigenous submarine… M. Mazumdar

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outh Korea’s Daewoo Shipbuilding and Marine Engineering (DSME) launched its first 3,000-ton indigenous submarine under the KSS III (Jang Bogo III) programme on September 14, 2018.

According to South Korea’s defence procurement agency, DAPA, the first hull is planned to be delivered to the ROK Navy in December 2020 after completion of trials while its operational deployment is slated for January 2022.

Named Dosan Ahn Chang, the submarine has been described by the ROK Navy as a “national strategic weapons system capable of responding to all threats”.

The project, worth 3.33 trillion won ($2.97 billion), was launched in 2007 and is set to end in 2023 with the delivery of the third hull from Hyundai Heavy Industries (HHI).

DSME is building the first two hulls is likely to deliver the second hull in 2020 or so. Unit cost is around 1 trillion won, according to DAPA.

The 83.3-metre-long, 9.6-metrewide submarine with a dived displacement of around 3,700 tons is powered by an air independent propulsion (AIP) system which imparts it with a submerged endurance of 20 days according to official sources cited in local media. With a complement of 50, this class is equipped with six vertical launching tubes capable of firing submarine launched ballistic missiles (which are currently under development in South Korea) as well as six bow mounted torpedo tubes.

The overall programme is currently projected to number up to nine hulls in three batches with the last submarine completing in 2029 or later. Each batch will feature design improvements and capability upgrades over the preceding batch as well as greater indigenous content. For example, the Batch I hulls are said to have 76.2 per cent indigenous content although several key bits of equipment are

The KSSIII pictured at its ‘launching’ ceremony. Image ROK Navy

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imported. This figure is expected to climb to 80% for the Batch II hulls and 90 per cent for the Batch III hulls.

In comparison, the local assembly of German origin Type 209 hulls under the KSS-1 (Jang Bogo I) and Type 212 hulls under KSS-II (Jang Bogo II) achieved localisation figures of 33.7 per cent and 38.6 per cent, respectively.

Towards this, DSME has been contracted by DAPA to design and build the first KSS-III Batch II submarine. The design phase is expected to last until end 2018 after which construction is set to begin.

Korean sources say that Batch II hulls are likely to be slightly longer on account of additional VLS cells and may also feature an integrated full electric propulsion system instead of a hybrid diesel electric AIP system on the Batch I hulls.

Sea …And commissions new fast combat support ship M. Mazumdar

Image: Hyundai Heavy Industries

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he ROK Navy (ROKN) has commissioned the first of a new class fast combat support ship under its AOE-II project.

The Hyundai Heavy Industries built ROKS Soyang (AOE 51) was delivered to the ROKN (Defense Agency) said on September 7 and commissioned on September 18 at Busan naval base. The 190m long Soyang carries up to 11050

tons of liquid and solid stores – some 2.3 times greater cargo capacity than the ROKN’s existing 133m long Cheonji (AOE-1) class replenishment ships as well as two helicopters.

Powered by a hybrid diesel-electric propulsion system, top speed is 24 knots which is 4 knots greater than the AOE-1 class ships. While information on subsequent ships

Russian submarines back on track

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ussia’s long delayed Lada class submarine programme sees new life with launch of second Lada class submarine.

After a delay of several years, Russia’s problematic Project 677 (Lada class) submarine programme appears to be picking up steam again with the launch of the second hull on 20 September 2018. Named B-586 Kronstadt, this hull which was laid down in July 2005 was launched after 13 years on the

has not yet been disclosed, it is expected that the Soyang class will eventually replace the 3-ship Cheonji class ships in due course.

The ROKN says that the operational capability of its naval battle groups will be much improved and the scope of Korea’s maritime sovereignty will be expanded with the induction of the Soyang class.

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building stocks.

According to Saint Petersburg based builder Admiralteyskie Verfi, despite the delays, Kronstadt incorporates major improvements to its control and navigational systems based on operational feedback from the lead boat of the class, B-585 Sankt Petersburg.

Luki’, (ex Sevastopol) is scheduled for 2021. The ship builder expects to sign contracts for the fourth and fifth Lada class hulls in 2019.

Designed by the Rubin Central Design Bureau for Marine Engineering, the 66.8m long Lada is intended to replace the Project 636 Kilo class submarine which is still being built for the Russian Navy.

Delivery of the Kronstadt is planned for 2019 while delivery of the third hull to be named ‘Velikiye

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Sea US Navy cuts steel for first of six oilers M. Mazumdar

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an Diego based General Dynamics NASSCO, began construction of the first ship for the US Navy’s John Lewis (T-AO 205) class fleet oiler programme with a steel cutting ceremony on 20 September.

Ultimately, the USN wants between 17 and 20 fleet replenishment oilers to replace existing oilers but actual numbers depend on the US Navy’s periodic shipbuilding plans and

funding. For example, the US Navy’s Fiscal Year 2019 future shipbuilding plan calls for eight new T-AO 205 class oilers starting construction between FY 2019 and 2023.

The first ship is scheduled for completion in November 2020.

Nassco is currently executing a June 2016 contract for the construction of six ships.

GD-NASSCO is currently executing a Fixed Price Incentive block buy contract for the detail design and construction of six T-AO 205 Class Fleet Replenishment Oilers.

The Tao-25 class at sea. Image: General Dynamics NASSCO

Egyptian Navy launches Gowind

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gypt’s Alexandria Shipyard has launched the first of three 102m Gowind 2500 class corvettes it is building in cooperation with France’s Naval Group which supplied the lead ship of the class ENS El Fatih (pennant 971) in October 2017.

The launching ceremony of the future ENS Port Said (pennant 976) – which is also the first major warship to be built in Egypt - took

M. Mazumdar

place on September 6th, 2018 in Alexandria. The event also saw the handover of two 28m patrol boats built at Alexandria Shipyard using material packages supplied by Swiftships USA. Construction of the second locally built Gowind corvette (and third overall in the 4-ship Gowind corvette programme) is also well underway at Alexandria. These ships are largely fitted with Thales

combat systems and MDBA missile systems.

There are reports that Egypt is interested in two more Gowind hulls but this is by no means certain given the concerted effort by Privinvest Holdings and ThyssenKrupp Marine Systems (TKMS) to sell two MEKO A200 corvettes.

Production of three of the four Gowind vessels is well underway. Image: Egyptian Armed Forces

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Sea Ukraine readying assault boat trials M. Mazumdar

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kraine’s “Kuzn’a na Rybalskom” (formerly Leninskaya Kuznitsa) shipyard launched the first two 24.3m, 47 ton Project 58503 Centaur class assault boats on 14 September and 20 September, respectively.

Construction of these boats, which were laid down on 28 December 2016 was delayed by sourcing problems with the planned Swedish origin waterjet units which necessitated a design change to Hamilton jet units. Trials are likely to begin in October 2018.

These assault boats, which are modelled on the Gyurza-M small

fast attack craft and the Swedish CB-90 combat boat, can embark up to 32 marines, are part of the Ukrainian Navy ongoing programme for the development of weapons and military equipment for the period up to 2021 aimed up building up a credible coastal defence capability.

The modest modernization programme involves limited numbers of Gyurza-M fast attack craft, larger missile boats like the “Lan” (TT400TR) and the project 58250 corvettes. Aside from the small craft, there has been

no discernible progress on the construction on the Lan while the corvette project remains stalled after some hull modules were built.

However, there is progress on the Neptune anti-ship missile, which is to equip the Lan class missile vessels and possibly the corvettes.

In another development, the Ukrainian Navy has deployed two (out of three planned) Gyurza-M fast attack craft to the Sea of Azov.

Ukrainian sources note that a small naval base will be created in the region before end 2018.

The Project 58181 Centaur (Kentavr) class. Image: Ukraine Gov.

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Sea Airbus details its A320neo MPA offer

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aking advantage from the company’s experience in intelligence, surveillance and reconnaissance (ISR) aircraft and A330 MRTT multirole transport platforms, as well as the A320neo (new engine option) commercial aircraft family (with 7500 in operation and 6000 orders), Airbus Defence and Space has developed the A320neo MPA (Military Patrol Aircraft) with an eye towards the potential replacement of fleets coming to the end of their service life.

The aircraft will be one of the new solutions to be highlighted at the Euronaval 2018 naval trade event taking place in Paris Le Bourget in October.

Being a large aircraft, the A320neo MPA offers a large and roomy cabin for long endurance missions, wide lower deck for extra fuel

Victor Barreira

and weapons bay, as well as long airframe to accommodate a comprehensive surveillance payload.

The aircraft, which is fully interoperable with NATO systems, was designed to include a wide array of equipment including 360º multi-mission surveillance radar system; retractable electro-optical/ infra-red (EO/IR) payload; automatic identification system; electronic warfare systems such as electronic support measures system (ESM), electronic intelligence system (ELINT) and communication intelligence system (COMINT); acoustic system; magnetic anomaly detector; line-of-sight (LOS) and beyond line-of-sight (BLOS) secure datalink systems; and weapon systems.

aircraft’s FITS (Fully Integrated Tactical System) tactical mission system, featuring six multifunction consoles with intuitive human machine interface (HMI), and integrated with the aircraft’s flight management system. Data exploitation and mission execution are controlled from the groundbased segment.

The MPA enables the launch of a payload of armament, including lightweight torpedoes and anti-ship missiles such as the MBDA Exocet AM39 Block 2 Mod 2, as well as sonobuoys.

To date, Airbus has delivered 34 of its medium-sized C295 military aircraft configured for maritime patrol to six nations.

All the sensor and navigation payloads are integrated to the

Airbus Defence and Space proposes the A320neo MPA as a new solution for long-range maritime patrol roles. Image: Airbus

14 :: Defence Industry Bulletin

Air Boeing wins multi-billion US trainer jet contract Oliver Austin

AHolographic Radar: A new technology decades in the making fter years of assessments and competitive trials, September saw the US Air Force award Boeing its much-desired contract for the T-X pilot training programme, worth up to $9.2 billion.

team beat out stiff competition from other rival industry partnerships, including Lockheed Martin and Korean Aerospace Industries (KAI), which had proposed its T-50A jet.

As a major part of a major service modernisation, the T-X will replace the USAF’s ageing T-38 fleet, which has been inducting new military pilots since the 1960s.

“[This] announcement is the culmination of years of unwavering focus by the Boeing and Saab team,” said Leanne Caret, president and CEO, Boeing Defense, Space & Security.

Boeing has teamed with Saab to design and deliver the service’s official jet trainer, taking an initial $813 million contract on 27 September for engineering and manufacturing development. The

“It is a direct result of our joint investment in developing a system centred on the unique requirements of the US Air Force.

We expect T-X to be a franchise

programme for much of this century.”

The fighter-like trainer aircraft, which was designed for ease of maintenance, is the cornerstone of an all-new pilot training system that also includes classroom training, simulators and support materials and services. It will help train future fighter and bomber pilots for generations to come.

The Air Force plans to purchase 351 jets, 46 simulators and associated ground equipment. New Pentagon plans indicate the Air Force will upscale in size by around 25 per cent.

Image: Boeing T-X

Defence Industry Bulletin :: 15

Air Hybrid Air Freighters and Columbia Helicopters sign a LMH airship agreement Oliver Austin

Image: Hybrid Air Freighters

A

new partnership has been announced between Hybrid Air Freighters (HAF) and Columbia Helicopters, Inc. (Columbia) to offer facilitate and manage access of LMH-1 airship service to Defence, Oil and Gas, Mining and large-scale construction.

The LMH-1, developed by Lockheed Martin, enables transportation of freight and personnel at a

competitive cost while remaining in compliance with widespread environmental standards.

Thanks to a lack of need for significant ground-based infrastructure, airships can land on a broad range of terrain, much like hovercraft.

HAF – specialising in logistics and aviation – will manage the LMH

fleet of airships and will offer sustainable solutions at rates it believes will undercut competition in this industry.

Columbia, a long-time provider of heavy-lift helicopters, is contracted to operate the airships and apply its technical expertise to help them meet the demands of flying in complex environments.

Australia begins hunt for SOF helicopters Richard de Silva

AHolographic Radar: A new technology decades in the making ustralia has released a arequest for information (RFI) for a minimum of 16 special operations support helicopters.

The announcement by the Defence Capability Acquisition and Sustainment Group suggests a request for tender should follow at the end of 2019 and delivery of the equipment in 2022. The light

16 :: Defence Industry Bulletin

helicopters, which will compliment the Army’s NHI MRH-90 Taipan fleet, are to be funded under the country’s Project Land 2097 Phase 4 programme, part of a major army modernisation effort already underway.

Proven commercial or military off-the-shelf light helicopters will be considered if they are already

in service with other operators.

Proposed aircraft must be suitable for dense urban environments, capable of rapid deployment in (the Royal Australian Air Force’s) C-17A airlifters, and capable of being augmented with advanced ISR sensors and weapons.

Air USAF agrees UH-1N Huey helicopter replacement Oliver Austin

N Holographic Radar: A new technology decades in the making ot content with just winning the US Air Force’s T-X jet trainer contract, Boeing has also been awarded the rights to replace the service’s UH-1N Huey helicopter at a cost of approximately $2.38 billion.

The contract allocates around $375m for the first four MH139 helicopters, which will be manufactured in Pennsylvania in partnership with LeonardoFinmeccanica, including equipment integration.

provides “for the acquisition and sustainment of up to 84 MH-139 helicopters,” as well as training, maintenance and support equipment.

“A safe, secure and effective nuclear enterprise is job one,” added Air Force Chief of Staff Gen. David Goldfein. “It is imperative that we field a capable and effective helicopter to replace UH-1Ns, providing security for our ICBMs and nuclear deterrence operations.”

“Strong competition drove down costs for the programme, resulting in $1.7 billion in savings to the taxpayer,” said Air Force Secretary Heather Wilson.

Boeing pipped Sikorsky to the contract, which had proposed a modified HH-60U for the replacement, and Sierra Nevada Corp., which offered an upgraded Army UH-60L.

According to the Department of Defense, the programme

“We’re grateful for the Air Force’s confidence in our MH-139 team,”

said David Koopersmith, vice president and general manager of Boeing Vertical Lift. “The MH-139 exceeds mission requirements. It’s also ideal for VIP transport, and it offers the Air Force up to $1bn in acquisition and lifecycle cost savings.”

Last month, the head of US Strategic Command, which uses the aging Huey helicopter for aerial protection of its missile sites, said a new helicopter is not only a necessity but long overdue, as the replacement programme has been in development for over a decade.

The UH-1N Huey will be replaced by the MH-139. Image: Tech. Sgt. Molly A. Gilliam, Air Force

Defence Industry Bulletin :: 17

Air “Laser-guided APKWS could take out 95% of targets…”

Daniel Emonts, programme manager at Thales Airborne Armament Division, explains to DIB’s Georg Mader how rotary ordnance is evolving…

DIB: Since Korea and Vietnam, unguided 70mm and 2.75 inch rockets have been the staple of the rocket market. Millions have been fired from aircraft and helicopters in the last few decades. However, US manufacturers say a revolution is underway, as these relatively cheap unguided weapons are now available for intelligently guided use. They are otherwise known as APKWS (Advanced Precision Kill Weapon Systems). How has this technology come about?

EMONTS: Technological advancements and miniaturisation mean that we can now incorporate small laser-seekers within unguided munitions system, giving them guided capabilities. As a result, the 70mm FZ275 LGR (guided rocket) closes the gap between long-range high-value air-toground-missiles, and the shorterrange guns/cannon and unguided rockets. This enables buyers a full range of inexpensive precision capabilities from a single platform to defeat soft and lightly armoured targets.

This development meets many armies’ requirement for precise and reliable ammunition capable

18 :: Defence Industry Bulletin

of reducing exposure to danger and avoiding collateral damage, while also reducing costs.

DIB: How do you measure the costeffectiveness of these weapons?

EMONTS: I’ll give you an example.

An unguided rocket costs around 1,000 euros to fire. On the other hand, a laser-guided version will cost ten times that. However, a heavy Hellfire or PARS-type AGM or ATM, can cost from 100,000 euros to around half a million.

DIB: But the latter comes with a much more devastating punch.

EMONTS: Undoubtedly. However, experience from recent conflicts tells us that APKWS offer precision up to six kilometres. In addition, it has a wide array of warheads such as high-explosive, flechette, HEAT, incendiary-fragmentation and tracer, which is enough to neutralise 95 per cent of the targets a multi-role helicopter would encounter in a scout or support mission.

DIB: I noticed the folding fins behind the seeker…

EMONTS: That’s the main external difference between the two weapons. The guided rocket – or missile – does not need to spin, like their unguided counterparts which have ‘curved clams’ on the rear end.

It needs to maintain a flat flight path. Therefore, we put canards behind the front. The canards maintain the flight trajectory after the engine is spent which takes around one second.

After the engine is spent, it becomes a ballistic munition and utilises gravitational forces to glide onto the target which has been established by the launchingplatform via its Wescam sensor or by an external illuminating source such as a single soldier or UAV. The gliding mechanism is what distinguishes the system from traditional rockets. However, the main benefit is that the FZ275 LGR is compatible with all current launchers that we have delivered to our customers. There are over 2,000 launch pods in use all over the world, and for each one a guided solution is feasible.

Air

The FZ275-LGR. Image: Thales

We have also developed lockon-before-launch functionality, greatly reducing potential waste and unwanted collateral damage.

This in turn improves survivability, since a helicopter can remain lethal outside of effective MANPADS range.

DIB: What does ‘FZ’ stand for?

EMONTS: ‘Forges de Zeebrugge’, which is an old Belgian ammunition factory in Zeebrugge.

It was used by the Germans after 1940 and was bombed by the Allies.

After the war, it reopened in 1947 and moved to the town of Herstal near Liège. The same site as the world famous FN Herstal, the former Fabrique Nationale that is now part of Herstal Group. After the Cold War, FZ became part of Thompson and, since 2000, we are a 100 per cent subsidiary of Thales, a company present in 56 countries, with 60,000 employees.

DIB: What kind of targets are the system intended for?

EMONTS: All non-armoured and hardened targets – either selfidentified or identified by allied forces. This can consist of lightly armed vehicles, GBAD installations,

radars, communication sites, parked aircraft or helicopters, small ships or patrol boats, infantry in structures, and even single snipers.

At the first H-145M live-firing trial last December at the Swedish FMV flight test centre, all our FZ275 LGRs fired from a 4.5 km distance and hit their targets with deviations of less than a metre.

DIB: Who are your major rivals in this market and what sets your product apart?

EMONTS: In the 90s, the US military wanted to purchase a laser-guided rocket (APKWS). As a result, manufacturers like Lockheed Martin, BAE and Raytheon, all tried to develop a guidance kit to equip these rockets. But they all maintain the American generic standard, which has not evolved since the Vietnam War. Their guidance kit was combined with analogue, wired and mechanical technology for its application.

Today there is strong competition with regards to laser-guided rockets because they exclusively follow the American standard of 2.75 inches. The rocket market is clearly bisected. On one hand, you have the Russian 80mm calibre, on the

other hand, the American 2.75 inch calibre.

Meanwhile, the French 68mm calibre comprises 5 per cent of global supplies. French industry underwent a revolution and renewed its ageing systems in 2005 with digitalization, removing connectors in the pod. The warhead and guiding system is fitted onto a modern motor, the F4. For this reason, our guided rocket is more efficient than the American solution, which is unsuited at a high-performing vector.

DIB: With regards to the F4 motor, how many rockets can the launcher-pod fire before maintenance required?

EMONTS: Our launchers have no lifetime limit. Our tests guarantee that our tubes will be able to fire beyond 300 rockets. In addition, our launchers are maintainable at 100 per cent, compared to the American standard, which is typically 16 rockets firing per tube. Its rockets are discarded when the number of unusable tubes per launcher reaches 30 per cent.

Defence Industry Bulletin :: 19

Air For example, a 22 calibre equipped Tiger can fire 6,600 rockets before even the first maintenance. As a result, you can go to a theatre of operations without a launcher in reserve and fire approximately 20,000 with a single combat helicopter.

DIB: Can you explain the composition of your product catalogue?

EMONTS: We have two product categories. One is the 2.75 inch or 70mm, and the other is the IRS (Induction Rocket System), aka the ‘Telson’. Today the system of reference is France. This is the one primarily destined for use on the Eurocopter Tiger.

The future Induction Laser Guided Rocket (ILGR) will provide a precision strike capability at a range of up to 10,000 metres, beyond the range of most common MANPADS. Thales can support both systems if a customer wants to

have something more technically advanced. We use the induction for the ignition and also for the settings of the fuses. It is more reliable due to the lack of electrical cables. In addition, the system cannot be used by a third party if it falls into enemy hands. And because it is lighter, you can have that 22 instead of 19 rockets.

DIB: Is the IRS also 70mm calibre?

EMONTS: No, it is the French 68mm calibre. But it’s obviously such a ‘breakthrough’ in this segment that the US approached Thales to see how it’s used. We are convinced at Thales that we can propose a new technology solution.

DIB: And the US might take over that concept – that technology?

EMONTS: Not the whole weapon system, no. They are interested in the principle. In fact, we have a contract with DARPA [Defense Advanced Research Projects

The LGR launcher up-close. Image: G. Mader

20 :: Defence Industry Bulletin

Agency] to evaluate the solution for their future light attack ambitions.

DIB: Regarding ‘Hforce’, the Thales rocket armament [see related intervie, p. X] – together with FN – and Nexter guns are maintained as a supplier package, as was the case with the Hungarian H-145M. Does this mean a rotary customer who wants weaponisation is also a potential customer?

EMONTS: Yes, indeed. AIRBUS insists that we are partners, not just a supplier. We engage in common development, and we finance both sides. So both our managements decide on which customers we provide for and how far.

Air Airbus H145M: Europe’s light helicopter future? Georg Mader Mark R. Henning, programme director of Airbus Helicopter‘s sat down with DIB to discuss the H145Ms live-firing demonstrations in Hungary and procurement prospects…

DIB: Mark, when you brought several military delegations to the Hungarian live-firing range to demonstrate the ‘Hforce’ equipped H145M helicopter, the officers present were from Kazakhstan, Iraq, Poland, Austria and others.

A request for proposal (RFP) is expected from Austria anytime this year. However, some would argue than an H145M is an “overkill” as a light helicopter replacement for systems such as the Alouette III or OH-58. How would you respond those claims?

for information (RFI) – for a light multirole helicopter, we are convinced that the H145 ticks all of the boxes.

HENNING: First of all, we are happy working with our Hungarian partners, and overjoyed with the successful demonstration which was attended by more than a dozen delegates who came here to Bakony.

DIB: With regards to today’s market, are light twin-engine helicopters, as a class, more reliable than they were a decade ago?

Also, we know that Austria has to replace their “Alouettes” and it looks likely that a budget will be ring-fenced for this. But the notion of “overkill” with regards to the H145M is nothing new.

However, we firmly believe the H145M is the right system.

Judging from the procurement parameters we received last year from the Austrians – via a request

The H145M is in compliance with questioned performanceparameters. While it is slightly larger than the aircraft it may replace, it has substantial performance improvements that outweigh the additional one-tonne in maximum take-off weight (MTOW). This is why we are expecting an RFP.

HENNING: Absolutely. Much more. Compared to the cost and performance of a single-engine platform, capability-factors definitely favour a twin-engine design. Any twin-engine aircraft – should get better quotes in a campaign. It is no coincidence, that the H145 is popular in the central Europe market segment. It meets the requirements for utility, mountain-SAR, scout duties and light weaponisation.

DIB: What’s the price spectrum?

System quotes today are comprised of acquisition costs and operating life-cycle-costs (LLC). LCC has become an integral factor in today’s procurement process. What are Airbus’s views regarding LCC? HENNING: Indeed, It is one thing is to purchase the aircraft but it’s an entirely different matter operating one. As a result, we have been asked for an “indicative” price, including the operating costs.

If I operate an aircraft for around 20 years, I will end up spending money on operational fees that are in sum comparable to the cost of the original acquisition. That is the reality for all combat-aircraft and helicopters. In conjunction, imagine, how much technologygenerations come and go within a platform‘s lifespan – technology that your aircraft is missing out on.

DIB: Absolutely. In many first world countries – who could easily afford incremental aircraft upgrades – aircraft can stay in service for up to 50 years. What is your original equipment manufacturers (OEMs) approach to this market reality?

Defence Industry Bulletin :: 21

Air

All three HForce options displayed at Marignane. Image: G. Mader

HENNING: We don’t expect to operate the helicopters for less than 20+ years, but that’s still a stark contrast to the Alouettes which have been in operation for over 50 years. While an AW169 costs around 30 per cent more in acquisition, when taking operational costs into account, competitors are operating at a similar cost bracket. And with regards to RFPs, we want potential customers to be aware of this fact.

The running costs are the bread and butter. For a lifespan of 20+ years, buyers have to consider the cost of permanent availability, constant flying, protection of their population or borders, training – and decide when operating them becomes too expensive.

On the other hand, a buyer can procure an AW109 which is cheaper. However when operating costs come into consideration, the overall price is similar to an H145 – but now you would have an aircraft with worse performance.

DIB: Other factors such as mountain-aptitude might be essential. Older aircraft such as Alouettes and Indian Lamas are legendary in this regard.

22 :: Defence Industry Bulletin

HENNING: Contemporary aircraft – such as ours – excel in mountainaptitude. In fact last year we received a certification for 20,000 ft service-ceiling for the 145T2 series.

Nothing in Europe reaches 6,000 metres. Nobody in our segment matches that.

We also benefit from excellent “hot and high” performance.

When temperatures increase in high altitude areas, it can make flying very difficult. The capability to operate in hot and high environments is integral for procurement in the market as you need to have the access power and remaining lift-factor to navigate low air density and high ambient temperature regions.

Some aircraft do not excel in this category, such as the MD902 Explorer, which is highly susceptible to adverse weather at this altitude, and that situation can result – and has resulted – in fatal accidents. The H145 has the access power required to operate safely in these scenarios.

DIB: Compared to older EC-types, this extra power is the result of more powerful engines. Is this the case for the Arriel?

HENNING: The Arriel 2E is an upgraded version of the Arriel 1E2, with a 21 per cent increase from 738 to 894 Shp. Or 1,072 Shp or +39 per cent in a one engine inoperative situation. The 2Es became certified in 2014 and the first series are now in the 220 H145s we have delivered to customers up to today.

DIB: Isn’t the H145 based on the MBB-Kawasaki BK-117?

HENNING: Yes - but not in a direct line. The BK-117 is the grandfather of the whole series. The EC-145C2 followed with the larger cabin and then came the T2 with full digitalization and the longer tail boom, providing better altitude performance. Now we have the H145 with the Fenestron tailrotor and even longer tailboom.

Altogether, there are approximately 1,500 aircraft within this family flying today.

DIB: But not all are armed. Does the configuration you presented here at the life-firing demonstration need to be installed in all model variants?

HENNING: No, not at all. Let’s say I have acquired 12 helicopters – but only four electro-optics (Elop)

Air systems. Since I will not use all of them in the same role at the same time, I can pursue a strategy of intelligent role management throughout the fleet.

For example, our EC145 any can lift between eight and ten passengers/soldiers, depending on their equipment. So it has a genuine transport capability.

Meanwhile, a smaller aircraft may only permit the transport of four or five soldiers. In addition, it can be outfitted weapons if necessary.

The foundations and wiring is there for weapons to be installed and uninstalled depending on the situation.

DIB: Can you elaborate a little deeper on the Hforce weapons with regards to targeting sensors, visors and the general structure?

HENNING: The idea behind Hforce is that all the aircraft have the built-in foundations to attach weapons, independent of how many sets of armament buyers acquire. You can purchase the helicopter on its own without weapons – that’s called ‘option-0’.

DIB: So when an option-0-user later decides to arm half of the fleet, they will also need the armament interface unit and the weapons computer, correct?

HENNING: The weapons computer is not included in option-0, only the airframe-related provisions.

The dedicated calculator-unit is plugged in via four line-replaceable units (LRU) and is activated via the mission-switches on the control panel, once you decide to utilise one of the three armament-options.

Option-1 contains a single-eyed simple helmet-visor for the pilot.

In practice, the pilot can utilise one or two weapon pods, which can be armed with a FN-Herstal 12,7mm Machine Gun (MG), a similar 20mm cannon-pod solution by Nexter or 70mm unguided rockets by FZ, fired

from 9-tube or 12-tube pods by Thales.

Option-2 expands upon option-1, and also includes an electrooptical IR/laser gimbal, such as the Wescam MX-15 which was used during the live demonstration.

The sensor enhances strategic capabilities, as the weapons can be used by a co-pilot. In addition, tactical information is displayed onto the screens of other Helionix cockpits, providing shared data capability and increased connectivity.

“Hungary – whose military leadership wants to improve rotary capabilities – has selected option-3 for their 20 H145Ms” Option-3 includes everything from option-1 and option-2, but buyers now receive laser-guided FZ275LGR rockets, which are best utilised against single targets. In practice, targets can be marked by the helicopter-crew before launch or by a third “pointer “and even ground troops. We tested and demonstrated manned-unmanned teams to great success ‘with Schiebel in Austria in early 2018 – via a Camcopter UAV. With regards to cost, a simple LGR will range in the thousands; meanwhile, a Hellfire can cost half a million.

DIB: How have buyers responded to these different packages?

HENNING: Hungary – whose military leadership wants to

improve rotary capabilities – has selected option-3 for their 20 H145Ms. Meanwhile, Serbia has chosen option-2 for their nine H145Ms. With respect to customer confidentiality, I will refrain from commenting on how many among those fleets or on the identity of other prospective buyers.

DIB: These countries are covering very large land masses with a small number of helicopters.

Theoretically Austria would have to operate a few rotary assets from various dispersed locations. How many sets of specialized tools or test gear per aircraft will the users needs and what does this mean for a national support base?

HENNING: With regards to your first point, excuses me but that is an obsolete approach. For example, consider the German Automobile Association (ADAC) with their EC135s and the German rescue-flyingservice-watch (Rettungsflugwacht) with EC145s. All over Germany, they operate single platforms. The daily technical service and checks are done by the paramedic, the second man there. There is no technician based on all sites. The authorities and the manufacturer regularly appear to verify if all pre-flight checks were completed and align with regulations.

On the H145 there is a 400 and 800-hour annual inspection.

Medical-services regularly reach the 800-hour bracket in peacetime.

The 800-hour inspection is usually combined with annual control. And that’s it. That logistical footprint is negligible – compared to an AB-212 for example, while an undoubtedly great aircraft for the time, it was considerably personnel intensive.

DIB: Regarding the personnel required – if there is a new customer, what do you propose with respect to initial training, and for how many personnel?

Defence Industry Bulletin :: 23

Air HENNING: What we usually include is rating for flight-crews and ground-crews at our own training-academy in Donauwörth.

If you are a jet-pilot with a multiengine licence, it requires just 10 hours acquiring your type-rating for the 145T2. And there is also a type-rating for instructor-pilots, with additional hours. A buyer can also request dedicated NVGtraining or a course on other specialized equipment, such as the hoist, winch and EW-gear. We can offer this as part of the contract.

In a basic package, we include training for at least two-pilots, two technicians and one avionicspecialist per helicopter.

DIB: Per helicopter? This means, that for 20 aircraft – as is the case for Hungary – there are 40 pilots sent to Donauwörth, or 60 groundcrew?

HENNING: Potentially. During the bidding-processes, customers can be tough negotiators. They buy 20 units, but may want to include 90 pilots and 120 technicians to be trained and certified. The number of personnel will be negotiated as part of the contract.

DIB: Along with Serbia and Hungary, the Czechs have also attended demonstrations. Not to mention Austrian interest.

All of these nations are in close proximity. Are you intending to advertise the H145M as a “regional block” solution – perhaps on a broader logistical basis and with a regional MRO centre? You may even consider combined crew-trainings?

HENNING: That would be logical.

Just a few weeks ago, there were press releases of a renewed German-Hungarian armament partnership. And of course, one can build a similar axis between ourselves, Vienna, Budapest or Belgrade, with the latter now removed from any sanctions / limitation list.

DIB: Finally, you are well aware of the legal avalanche initiated by the former Austrian Socialist defence minister, Doskozil, in early 2017 against Airbus, the selected supplier of the 15 Austrian Eurofighter Typhoons from 2003.

Doskozil – who is now in a provincial government role – has also called for a “ban” on all assets that wear the Airbus label. But, as

The H-Force team with DIB correspondent Georg Mader. Image: G. Mader

24 :: Defence Industry Bulletin

you mentioned, the Austrian RFI for multi-role helicopters has been received under the administration of Minister Kunasek from the Freedom Party. Could this be the start of a new relationship between Airbus and Austria?

HENNING: The unwanted controversy with Eurofighter is a reality for this customer – and it may happen again as a result of their media-political landscape. Nevertheless, it is a fact that Airbus-Helicopters, as an entity, has nothing to do with the Eurofighter GmbH and its four national partners. We have no combined international activities, business process or cross-employed individuals. Moreover our company is a French body, with the head office in Marignane. Formally, we never experienced any “rejection” in Vienna, although we are aware that we – undeservedly – are in the spotlight. That said, our product will speak for us.

DIB: Thank you for speaking with us. Good luck with your efforts!

HENNING: Thank you, as well!

More Information

Editor-in-chief:

Richard de Silva Deputy Editor: Adam Muspratt

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