2018 I ISSUE 16

IT HOME.

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

Defence. We make it fly.

tHe
team
PUBLISHER
Ned Dawson

EDITOR
Mark Ogden

DEPUTY EDITOR
Alan Norris

SUB EDITOR
Leigh Neil

EUROPEAN EDITOR
Alexander Mladenov

NORTH AMERICAN EDITOR

Buzz Covington

CONTRIBUTING EDITORS
Paul Kennard
Scott McKenzie

PROOFREADER
Barbara McIntosh

GRAPHIC DESIGN
Dot Design

KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 21 757 747

EMAIL
[email protected]

NEWS DESK
[email protected]

www.heliopsmag.com

ISSN 1179-710X
 ISSUE 16
2018
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contents
18 INTERNATIONAL
HELICOPTER TRAINING
CENTRE
The Centre International de
Formation Hélicoptère located
in Southern France and operated
by Défense Conseil International
opened its doors to its first
students in 2015 Alan Norris
looks at how they have developed
in the last three years.

28 ARCTIC HIP FOR THE

RUSSIAN MILITARY
The new breed of Mi-8/17/171
‘Hip’ family of 13-tonne
helicopters has enjoyed a
prominent place in Russia’s
current large-scale domestic
military procurement drive while
continuing to get healthy export
orders reports Alex Mladenov.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

40 SERVING AND PROTECTION

RUSSIAN WAY
The final of this three-part article
by Paul Kennard continues
to examine the issues behind
helicopter survivability in the
battlefield.

54 MOVE AND COUNTERMOVE

HELICOPTER
SURVIVABILITY (PART 3)
The final of this three-part article
by Paul Kennard continues
to examine the issues behind
helicopter survivability in the
battlefield.

66 WHY DO WE FEAR
CHANGE?
We’ve all done it I suspect.
Derided a new technology,
or debunked new tactics or a
novel strategy...
6 HELIOPS FRONTLINE / ISSUE 16 / 2018
 from the editor
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7

A
BY
MARK OGDEN
s discussed in the last editorial, the military
buildup happening in and around Asia at the
moment continues with China, USA, Korea,
Japan, Singapore, and Australia all fielding new
equipment into the Asia Pacific region. For
years, the main conflicts have been land-based
with military helicopter development and purchasing firmly in the attack
and troop-carrying roles.
An international tribunal in The Hague ruled against China in its claims
to the South China Sea and overwhelmingly backed the Philippines. The
court ruled that rocky outcrops claimed by China, some of which are
exposed only at low tide, cannot be used as the basis of territorial claims. It
also said some of the waters in question are within the exclusive economic
zone of the Philippines. The tribunal furthermore found that China had
violated the Philippines’ sovereign rights in those waters by interfering
with its fishing and petroleum exploration and by constructing artificial
islands.
China’s refusal to recognize or accept that decision however (and its
active aircraft carrier program), has awoken a naval buildup in the area not
previously seen since probably Word War 2. Australia has embarked on a
ship- and submarine-building program that will see it approach Britain’s
Royal Navy in the pure number of vessels although it is staying firmly out
of the nuclear-powered and -armed league. In this editorial, I thought I’d do
some ‘spit-balling’ on Australia’s response to developments unthought of
just a few years ago.
I also noted in the last editorial how anti-submarine warfare (ASW)
was making a comeback. In many ways, this will skew Australia’s force
development as it did back in the 60’s and 70’s when the Cold War was in
full swing. Australia’s reliance on maritime trade is more important now
than ever; for example, refined jet fuel is now purchased and shipped from
Singapore rather than processed in Australia.
Like the past, ASW will likely be a layered system using traditional
assets such as fixed- and rotary-wing aircraft, surface vessels, and other
submarines as well as new platforms such as satellites and drones. In the
Pacific, with Japan, Taiwan, Mexico, Australia and Singapore fielding
versions of the S70 Seahawk, there will be closer ties between each other
and with the US Navy. Some very valid questions are being asked as to
why, in purchasing a new submarine, Australia went with a French nuclear
to be made conventional boat rather than the Japanese proposal given
ties in the region. In the Atlantic, ASW helicopters are more Euro-centric
with the Merlin and Wild Cat being the preferred machines (although the
Danish signed on for the latest Seahawk). Now Britain post-Brexit is once
again looking closely at displaying some interest in the Pacific so the Merlin
and Wildcat may find some interest in the area (beyond current customers
in Japan, South Korea and Philippines).
Anyway, let’s stick though with the Pacific discussion and Australia’s
role. The US has made it clear on numerous occasions that it expects
Australia to adopt a more proactive role in the region and this can be seen
in Australia’s purchase of the twenty-four MH-60R Seahawks (which by
 from the editor
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

the way has been extremely successful – like the C-17 Globemaster and
EA18G Growler purchases, a program with few tears and operational in
a very short time). Although the Air Warfare Destroyers (Hobart Class)
are a Spanish Design, the weapon system is AEGIS. With these and other
various new ships coming online in the next few years and the refocus on
ASW, the question is, will two dozen machines be enough? Unlikely but at
least Australia is participating in a program where it has adopted a focus
on interoperability with the US Navy and therefore the aircraft/sensor
suite has a decent ‘client’ base, unlike the S70B2 predecessor. The -60R is
going to continue being developed over the next few years and Australia
has already bought into the upgrade program. As the Australians learn and
develop the tactics for the system, its ability to integrate within the US
Navy environment means it is going to play a significant role in the region.
The Kiwis however have taken a different approach, one that Australia
had been following up to the -60R purchase. They are operating fairly
unique helicopters in the guise of eight, SH-2G(I) Super Seasprites. Some
of the helicopters are the ones ultimately rejected by Australia in its
aborted Super Seasprite program and the total number of this helicopter
throughout the world is quite small. New Zealand’s naval focus is firmly on
itself and the South Pacific.
Interestingly, the MH-60R capability is being unexpectedly expanded
by its ability to be deployed by air. In the past, Australia’s navy helicopters
usually deployed on ships or self-deployed around the country - but
recently, two MH-60Rs were deployed to Britain to participate in a multi-
national ASW exercise. They went without the ships and were instead
sent in the RAAF’s C-17s. While just first steps, this is a significant step in
Australia’s ability to develop tactics and improve crew training at what
would be minimal cost compared to sending ships. This is proving that its
naval helicopters can be deployed anywhere in the world at short notice.
Further development of the -60R offensive missile and rocket systems
means that this helicopter will be able to work within the land- as well as
the maritime-environment.
The variety of airframes in the Pacific is but one aspect to the
helicopter-based ASW in the Pacific region. The real questions these days
should about what sensors each airframe brings to the party and how the
multitude of units in the Pacific will communicate and interact with each
other. Will Australia’s adoption of the ‘off the shelf’ MH-60R provide a
model for other navies or will they continue much the way they so far in
developing their own unique system combinations? The next ten years will
be interesting.

Mark
 industry news 9

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

3rd MAW Super

Cobra final flight
The last 3rd Marine Aircraft
Wing AH-1W has departed
on its final flight from MCAS
Camp Pendleton, California
to the Maintenance and
Regeneration Group based
at Davis-Monthan AFB in
Arizona.

RCAF deploy to
Mali
As part of Canada’s return to
peace operations, two CH-147Fs
and four CH-146 Griffons have
been sent in support of the UN
Multidimensional Integrated
Stabilization Mission in Mali
(MINUSMA) for a period of 12
months.

New Chinooks for

Spain
The US State Department has
approved the sale to Spain of 17 CH-
47Fs fitted with the AN/AAR-57A(V)8
Common Missile Warning System
and an Embedded GPS Navigation
System, the complete order is valued
at $1.3 billion.
 10
industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

HMLA-367
bids farewell to
AH-1W
Hawaii based HMLA-367
have retired their AH-1W
following the introduction
of the newest variant of the
type, the AH-1Z Viper having
received its first three new
aircraft in December 2017.

More UH-72As for the US Army

The United States Army has placed a $273 million contract
for 17 Lakotas for flight training at Ft. Rucker and 18 UH-
72As for the Observer/Controller mission at the Army’s
Combat Train-ing Centers.
 industry news 11

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Australian
Army MRH-
90 delivers
supplies
Two Australian Army MRH-
90 Taipan crews delivered
supplies to a group of
school children and adults
following flooding around
the Echo Creek Adventure
Camp in the Tully Valley
North Queensland.

Museum displays
restored XH-51A
The US Army Aviation Museum
ate Fort Rucker has completed
a 10-month restoration of the
Lockheed XH-51A that was
developed in the early 1960s
with a rigid-rotor system and
achieved a speed of 270 knots.

H135s for
German Army
Milestone Aviation has
signed a lease for four
H135s to ADAC Luftfahrt
Technik GmbH in Germany
to be used for supporting
the German Army pilot
training.
 12
industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

HCare contracts for Latin America

Both the Brazilian Armed Forces and the Mexican Air Force have signed contracts for the
Airbus HCare Smart by the hour maintenance program on their H225M fleets. The total
con-tract is valued at $153 Million (125 million Euros).

FMS Selected for US Black Hawks

The US Army has chosen Universal Avionics UNS-1Lw FMS and LPV Monitor Flight Man-
agement System to their HH/UH-60L/M Black Hawks as part of their Federated Advanced
Navigation System program.
 industry news 13

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Heli-One to
Support AS532
The Royal Netherlands
Air Force has signed
an agreement with
Heli-One to provide
on-site maintenance
on its twelve AS532
Cougars. The agreement
covers inspections and
maintenance above the
750HR/2-year interval,
Makila 1A2 inspections
and corrosion prevention.

S-70B training
system for
Brazilian Navy
CAE has been awarded a
contract to provide the Brazilian
Navy with a fixed-base S-70B
flight trainer for pilot training
along with a weapons tactics
trainer for training rear-crew
sensor op-erators and airborne
tactics officers.

Qatar signs
for 28 NH90s
Qatar has signed
a contract for the
purchase of 28 NH90s,
which includes 16
NH90TTHs and 12
NH90NFHs as part
of the country’s plan
to modernize their
military fleet.
 14
industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

Lightweight Armor Kit for 234

LifePort has delivered cabin and cockpit floor armor for Columbia Helicopters’ model 234
air-craft designed to protect crew members operating in hazardous environments.

Vector wins Gazelle support contract

Vector Aerospace has been awarded a four year contract to provide maintenance support for the
UK Army Air Corps’ 26 Gazelle AH Mk1fleet at its Fleetlands facility in Gosport, Hants, UK.
 industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
15

Production started
on MI-28UB
Russian Helicopters has started
production on the second batch of
MI-28UBs for the Russian Ministry
of Defense at their Rostvertol
factory with completion by the end
of 2018.

CH-53K arrives in Germany

A CH-53K has arrived in Holzdorf, Germany, ahead
of its international debut at the ILA Berlin Air
Show. The aircraft was loaded into a C-17 for the
first time also demonstrating its strategic airlift
capability.

First HH-60W enters final assembly

Sikorsky has begun the final assembly of the first HH-60W CSAR for the USAF and includes
installation of the new Tactical Mission Kit and duel internal fuel tanks totaling 660-gallons.

Ukraine orders 55
Airbus helicopters
The Ukrainian Interior Ministry has
signed an agreement to purchase
of 55 Airbus aircraft made up of
a combination of Н145, Н125 and
Н225 models to be used by Police,
Border Guards and EMS services.
 16
industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

CHC provide
SAR for
RAAF
The Royal Australian
Air Force has signed
a 30-month contract
continuation with
CHC to pro-vide SAR
services at five bases
around Australia,
replacing the current
S76 fleet with six
AW139 aircraft.

USAF delivers
Black Hawks
A USAF C-17 has taken
delivered three UH-60Ms
to the 1st Battalion,
214th Avn. Reg., 12th
Combat Aviation Brigade
at its base in Germany to
replace earlier UH-60 A/Ls
models used in support of
USAREUR.

Air Covers for Bundeswehr Tiger and NH90

UK based Air Covers, has won a contract to supply bespoke protective covers to the German
Bundeswehr for its NH90 and Tiger aircraft suitable for operations in North Africa and the Arctic.
 industry news
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
17

DAS for New British Apaches

The UK Ministry of Defense has contracted Leonardo to integrate a defensive aids suite
int the British Army’s new fleet of Apache AH-64Es including the SG200-D radar warning
receiver.

Pakistan orders AW139s

The Government of Pakistan has ordered an undisclosed number of additional AW139s as part of
their fleet renewal program with deliveries set for early 2019.
18 HELIOPS FRONTLINE / ISSUE 16 / 2018

STORY BY ALAN NORRIS I PHOTOS ALAN NORRIS AND DCI

HELIOPS FRONTLINE / ISSUE 16 / 2018 19
20 HELIOPS FRONTLINE / ISSUE 16 / 2018

The Centre International de Formation

Hélicoptère located in Southern France and
operated by Défense Conseil International
opened its doors to its first students
in 2015. Alan Norris looks at how they have
developed in the last three years.

T
he Défense Conseil International (DCI) has its
headquarters in Paris and several sites across
France, along with permanent offices in the
Middle East and Asia. They are the reference
operator of the French Ministry of Defense
offering tailor-made services in the fields of consulting, training
and technical assistance for the international transfer of French
military know-how to the armed forces of friendly countries.
The initial project to create a helicopter pilot training center in
France was proposed in 2013 with the aim of supplementing French
Armed Forces in the training of foreign military crews, thus freeing
up assets to focus on operational commitments. The following year
the French military authorities had approved the idea of installing
the center in the Aviation Légère de L’Armée de Terre (ALAT) schools
in Dax and Le Luc.
The International Helicopter Training Centre (CIF-H) was
inaugurated at the start of 2015 and in only five months had
received its certification as an Approved Training Organization in
accordance with EASA and French civil aviation authority standards
paving the way for the first intake of overseas students. This is
the second military helicopter pilot training center created by DCI
following the creation of the Qatar Air Academy in 2012.
DCI has a long association with the Kuwaiti military, training
engineers on the Gazelle and Pumas operated by 32 and 33
Squadrons at Ali al Salem. The first trainee pilots arrived at Dax
from Kuwait in mid-2015 and in its first year the school had flown
over 1000 flight hours.

Location
The main flight school is located on the same base as the
French Army Aviation School in Dax, South West of France which is
 HELIOPS FRONTLINE / ISSUE 16 / 2018 21

an ideal location for aviation flight

training with a climate that offers
good year round weather conditions.
There is also a dedicated air space
stretching 100km (62 miles) North to
South and 50km (31 miles) West to
East. The whole area offers a diverse
mix of terrain including: plains,
valleys, low and high hills, all ideally
suited to military pilot training.
CIF-H shares the training facilities
with a number of ALAT academies but
the majority of training is undertaken
at its two main bases in the area. The
initial basic training phase is carried
out at Dax using their training area
of more than 2500 km² (1553 miles²).
The second advance phase of training
is in Le Luc, with a training area of
3500 km² (2175 miles²) which is used
for tactical combat flying. There is
also a Mountain Training Center close
by at Sainte Leocadie used for power
limit training and mountain flying.
Finally there is the French military Air
Base at Pau, home to the 5th Attack
Helicopter Regiment, which has a
further area of 2500 km² (1553 miles²)
dedicated to combat flying.
Combined they have at their
disposal a training area of more than
6400 km² (2470 miles²) with a wide
variety of open land and diverse
terrains.

Training
DCI are able to offer a
comprehensive training program
and can fully adapt the syllabus
to suit a customer’s requirements
ranging from ab Initio to advanced
or a combination of both, as well
as refresher training. The school
is authorized by the French Army
Aviation Command and EASA so all
training is performed either to French
armed forces or European civilian
standards. For the students this means that when they complete
their training they will receive either a civilian EASA or a military
license depending upon the customer’s requirements.
New students arrive at Dax to start their training consisting of
a twelve month course of 113 flight hours and 27 hours of simulator
22 HELIOPS FRONTLINE / ISSUE 16 / 2018

In Dax training flights are flown in

conjunction with the ALAT training
schedule and to avoid any conflict close co-
operation on flight planning is needed and
all flight planning is carried out onsite.

time. This is followed by six months of a further 89 hours advance

training made up of 74 hours flying and 15 hours simulator time.
Depending upon the particular syllabus courses will include: Initial
flight training, Night Vision Goggles flight, IFR flight, power limit
flight, nap of the earth and combat flying, all carried out in day and
night conditions.
In Dax training flights are flown in conjunction with the ALAT
training schedule and to avoid any conflict close co-operation on
flight planning is needed and all flight planning is carried out
onsite. Also located at Dax are five Flight Navigation Procedures
Trainers used to supplement the students training or to help a
student who is struggling on one aspect of training without using
actual aircraft flight hours
If the cadet is enrolled into the tactical element of training they
redeploy to Le Luc for six months to begin 56 hours of flight training
 HELIOPS FRONTLINE / ISSUE 16 / 2018 23

in handling and managing operational missions such as crew

management and working with more than one aircraft. 33 hours
of this element is carried out on a Helicopter Commander Tactical
Training simulator.
All the instructors are ex-military, with a minimum of 15 or 20
years’ experience each and were all flight instructors in the latter
years of their service. In Dax there are twelve instructors, eleven
former ALAT and one from the French Navy, with a combined total
of 82,700 flight hours. Based at Le Luc are six instructors who have
logged a total of 34,700 flight hours during their military careers.
All have a specialized qualification in specific areas such as
NVIS or simulator instruction and have type ratings from the
Gazelle to the NH90.
CIF-H also offers a number of more advanced courses including
a Flight Instructor pilot course and training designed to familiarize
pilots with specific Special Operations procedures. The latter has
been taken up by the Singapore AF, Omani and Jordanian Special
Operations.
The Kuwaiti Air Force has signed up for a rolling program of
training with DCI choosing a full two year training package and the
first class of 13 Kuwaiti cadets received their military helicopter
pilot wings in mid-2017. By the beginning of 2018 the seventh intake
of Kuwaiti students had arrived to follow the same curriculum.
24 HELIOPS FRONTLINE / ISSUE 16 / 2018
HELIOPS FRONTLINE / ISSUE 16 / 2018 25
26 HELIOPS FRONTLINE / ISSUE 16 / 2018

In 2017 the training school performed

3400 hours of flying in Dax alone, of that
2400 was on DCI aircraft and a further
1000 hours sourced from HéliDax and
it is expected overall flight hours will
increase year on year.

The Aircraft
Initially DCI used the EC120BNHE aircraft of HéliDax, who supply
aircraft to the ALAT academy at Dax for pilot training. In less than
a year of operation, the CIF-H had exceeded 1000 hours of training
flights and to meet a predicted increase of hours in 2016 they
acquired their own aircraft.
They purchased four EC120Bs to be upgraded to Calliopé
configuration and with HéliDax holding the 13 STCs for the work DCI
contracted them to complete the conversion on site. This included
installing the Sagem Integrated Glass Cockpit Display System with
a multifunction flight data display that has navigation, engine
information and couples to a PA85 two-axis autopilot. The aircraft
also needed wire strike cutters, VHF with military band radios
with audio jacks suitable for military flight helmets to be fitted.
The installation work took two months per aircraft to complete
including a new distinct DCI color scheme.
In 2017 the training school performed 3400 hours of flying in
Dax alone, of that 2400 was on DCI aircraft and a further 1000 hours
sourced from HéliDax and it is expected overall flight hours will
increase year on year. Fabrice Level, Executive Manager of CIF-H
said “we would like to add more aircraft to our fleet but it depends
on two aspects: How many flight hours we need to perform the
training and how many flight hours I can buy from HéliDax each
year but this is dependent upon how many flight hours the French
military training require from their fleet”.

The Whole Package

DCI recognized from the start that it was not just about
the flying training at CIF-H and that they would need to offer
a complete package. With courses taking up to two years they
appreciate that the cadets still have to continue their general
 HELIOPS FRONTLINE / ISSUE 16 / 2018 27

military training and so they coach and support the trainees

from the first to the last day in France. DCI continue their
education within a military and disciplined environment to develop
the young cadets. The trainees are allowed to wear their national
flying suits but French flight equipment such as helmet, gloves,
NVG equipment is provided locally. Another major advantage of
being located on a military base is that it offers security to the
overseas students
Accommodation is provided on site in individual well furnished,
air conditioned rooms along with suitable Prayer rooms and
relaxation areas. Insurance cover is also provided for the duration
of their time in France with DCI subscribing the trainees to health
insurance and general third party insurance, both valid during
their stay in France. A 24/7 hotline is also available for any
medical or logistics emergencies as well as any assistance with
the local authorities.
The CIF-H is a unique aeronautical campus and has been
successful in developing strong collaborations with the Aviation
Légère de L’Armée de Terre School over the past two years. Its core
strengths are in its connection to the ALAT with everyone from
management, flight planners and instructors being former military
pilots. They share the military culture and understand that its not
just training it’s also about knowing what the military customer
needs. Fabrice Level explains “We are all from the same DNA” n
28 HELIOPS FRONTLINE / ISSUE 16 / 2018
 HELIOPS FRONTLINE / ISSUE 16 / 2018 29

STORY BY ALEX MLADENOV

30 HELIOPS FRONTLINE / ISSUE 16 / 2018

THE NEW BREED OF MI-8/17/171 ‘HIP’

FAMILY OF 13-TONNE HELICOPTERS HAS
ENJOYED A PROMINENT PLACE IN RUSSIA’S
CURRENT LARGE-SCALE DOMESTIC
MILITARY PROCUREMENT DRIVE WHILE
CONTINUING TO GET HEALTHY EXPORT
ORDERS REPORTS ALEX MLADENOV.

I
n early 2015, the Ulan-Ude Aviation in addition to regular resupply missions to the
Plant (U-UAP) in southeastern airfield at Kotelny island in the Laptev Sea. This is
Siberia began production of the most Russia’s northernmost permanent military base
advanced military derivative of the and was established in 2013. Air detachments with
‘Hip’, upgraded for regular operations fixed- and rotary-wing aircraft are also slated to
in extremely cold weather conditions. Designated be stationed at other newly-restored airfields in
as the Mi-8AMTSh-VA (the letter A denoting the extreme northern territories such as Tiksi,
Arctic), it is used to provide an all-encompassing Nagurskaya, Anadyr and Mys Shmidt. As well,
support to Russia’s recent and very ambitious a significant proportion of future missions are
push for exploration of the resource-rich but going to be dedicated to the provision of SAR
otherwise remote and inhospitable Arctic regions in a bid to support the Russian state-controlled
well beyond the Polar circle. companies undertaking natural resources
High political significance has been given to exploration and the commercial shipping
establishing a permanent military presence in the passing through the Northern Sea Route. This
deep-frozen Arctic regions, including the North is an increasingly important shipping lane that
Pole area. The Russian air and ground patrols are runs along the entire Russian Arctic coast; from
tasked with monitoring the environment and the Murmansk on the Barents Sea, alongside the
icing conditions as well as keeping an eye on the northern coastline of Siberia, to the Bering Strait
activities of foreign ships and land expeditions. and Far East. It represents the shortest route
This effort is in line with Russia’s recent policy between Europe and Far Eastern Asia.
to extend its control over the continental shelf
further north – covering the territories which
run from Northern Siberia towards the still New workhorse for Arctic
unexplored lands in proximity to the North Pole operations
which are rich in natural resources. The new Mi-8 military derivative specially
The air force and the naval air arm are designed for Arctic operations commenced its
playing important roles in the process. Since flight testing effort in the second half of August
2013, the Russian Air and Space Force (RuASF) 2015 and on 25 November that year the first
and the Russian Naval Aviation (RNA) have been example was officially handed over to the Russian
tasked to provide overall support to the wide- MoD. The so-called verification-testing program,
scale efforts to set up in the Arctic a network of undertaken in Ulan-Ude by flight-test crews
military bases housing motorized infantry and from the RuASF’s 929nd State Flight Test Center,
air defense units. Both of the armed services was intended to verify the operability of all
have been flying routine patrols over the region newly-added systems in addition to checking the
 HELIOPS FRONTLINE / ISSUE 16 / 2018 31

The first Mi-8AMTSh-VA completed its factory testing effort in Ulan-Ude in November 2015 and was handed over to the RuASF for
experimental operation and aircrew conversion at the Torzhok combat training center. (Russian Helicopters)

compliance of the Mi-8AMTSh-VS’s performance of Moscow. The RNA took its first Mi-8AMTSh-
with the stringent technical specification issued VA in November 2016 and it was introduced to
by the Russian military. The focus of the testing regular service in May 2017. Assigned to the
work was to the verification of the newly-added composite helicopter squadron of the Yelizovo-
Arctic-specific design features enabling regular based composite aviation regiment in the remote
operations in very cold weather and low visibility Kamchatka Peninsula, this machine is set to
conditions, day and night. The military test pilots operate year-round from the Mys Smidt airfield
were also tasked to evaluate the helicopter’s on Chukotka Peninsula, resupplying the Russian
take-off and landing behavior, controllability and military bases in the region and providing SAR
maneuverability, fuel burn rate and maximum coverage. The Yelizovo-based squadron is slated
range performance when flying with different to take delivery of three more Arctic ‘Hips’ by 2020
loads onboard. in a bid to enhance its capabilities of providing
The first Mi-8AMTSh-VA batch built at U-UAP air transport services to the Russian military units
included five helicopters; four delivered to the stationed in Chukotka. In contrast to the RuASF
RuASF and one more for the RNA. The first of machines which wear dark grey and orange colors
these was handed over in November 2015, while for better visibility over snow covered surface with
another example for the RuASF followed in 2016 light blue underside, the RNA Mi-8AMTSh-VA is
and two more were delivered in July 2017. The painted in an overall dark grey scheme with light
first example was initially used for the so-called blue underside.
experimental operation and pilot conversion In the long run, the Russian military and
training at the Army Aviation Combat Training internal security organizations are set to order up
and Aircrew Conversion Center in Torzhok north to 100 Arctic ‘Hips’ in total. The next government
32 HELIOPS FRONTLINE / ISSUE 16 / 2018

The RuASF Mi-8AMTSh-Vas wear a high-viz color scheme useful for rapid visual detection
of the helicopter on snow surface. (Alex Mladenov)

customer for the Mi-8AMTSh-VA is expected to shipping lane and the commercial air transport
be the all-powerful Federal Security Service (FSS), along Russia’s enormous northern coast.
which controls Russia’s border guard aviation arm. On internal fuel, the Arctic ‘Hip’ can transport
It has a dedicated detachment stationed in the far 4,409lb (2,900kg) of payload over 291nm (540km),
northern city of Vorkuta, which currently operates while with two external fuel tanks the payload
some two dozen of old-generation Mi-8MTVs and is reduced to 3,306lb (1,500kg) and the range
Mi-8MAs. The Mi-8AMTSh-VA will be a welcome extends to 529nm (980km). When using two
addition to the fleet, enhancing the transport, air cabin auxiliary fuel tanks, the payload is further
patrol and SAR capability. reduced to 1,763lb (800kg) while the range extends
to 766nm (1,420km).
The design configuration of Mi-8’s Arctic
Primary roles derivative is optimized for prolonged low-
The list of the Mi-8AMTSh-VA’s primary roles temperature operations, in low visibility
includes assault transport and general Arctic conditions in the polar day and night, flying over
air support for all Russian military branches featureless terrain and in areas that lack reliable
stationed in the region. In addition, its range coverage from satellite navigation systems and
of so-called secondary roles includes aerial feature significant magnetic field anomalies.
monitoring of the Russian areas of responsibility According to U-UAP’s managing director,
in the Arctic as well as providing SAR support for Leonid Belykh, the Mi-8AMTSh-VA is produced free
the commercial companies dealing with oil and of imported parts and systems. The helicopter
gas exploration, the Northern Shipping Route comes powered by two Russian-made Klimov VK-
2500-03 turboshafts equipped with FADEC, rated
 HELIOPS FRONTLINE / ISSUE 16 / 2018 33

The first Mi-8AMTSh-VA completed its factory testing effort in Ulan-Ude in November 2015 and was handed over to the RuASF for
experimental operation and aircrew conversion at the Torzhok combat training center. (Russian Helicopters)

at 2,700shp in OEI mode for 2.5 minutes, 2,400shp Sergey Solomin, U-UAP’s chief engineer and first
in take-off mode for 30 minutes and 1,900shp in deputy director, after a prolonged stay in very low
take-off mode for 60 minutes while cruise rating temperature, pre-heating of ten to fifteen minutes
is set at 1,500shp. The new engine has a time would be required for the engines and systems
between overhauls (TBO) of 2,000 hours while in order to get to a condition enabling a reliable
its service life is 6,000 hours. The helicopter has engine start-up and go.
a strengthened transmission to deal with the The helicopter also uses extensive insulation
VK-2500-03’s increased power output. The -VA to protect against extreme low temperatures,
also has a modified TA-14 auxiliary power unit using new materials proven in spaceship
(APU) with a running time extended in generator manufacture and some of the components are
mode in order to provide electric supply to all borrowed from the Mi-8’s VIP versions to provide
essential systems on the ground in extremely enhanced sound and vibration protection. The
low temperatures, (down to -60oC), as well as hot helicopter’s hydraulic, fuel and oil systems use
air used for engine and main gearbox pre-start- new-generation hoses made from frost-free Teflon
up heating. This feature enables the helicopter material. There are special covers and blankets for
to stay on the ground at non-equipped landing thermal insulation put on the Arctic ‘Hip’ when on
sites in very low temperatures for up to five the ground for enhancing the pre-flight system
hours in a ready for take-off state. The TA-14 APU heating efficiency.
also enables start-ups at altitudes up to 19,680ft Compared to the RuASF’s ‘vanilla’ Mi-8AMTSh
(6,000m) above sea level. The batteries also have assault transport helicopter built at the U-UAP
increased capacity. since he early 2010s, the enhanced Mi-8AMTSh-VA
The heating for the engines, gearboxes and features a reshaped rear fuselage with the old-
other systems using hot air provides reliable style clamshell doors replacing the flat loading
start-up after a prolonged stay in extremely ramp of its predecessor. The doors also contain
low temperatures. The heating system uses hot an integrated hatch on the center-line cleared for
air supplied by the APU for the cabin, cockpit, installation of a rear-firing PK 7.62mm machine
engine bays and transmission. According to gun in the place of the rear loading ramp. The
 34 HELIOPS FRONTLINE / ISSUE 16 / 2018
A Mi-8AMTSh-VA seen in its natural
environment, in cold Siberia where
the type has been designed to excel
with austere support infrastructure in
inclement weather, especially during the
winter months. (Alex Mladenov)
HELIOPS FRONTLINE / ISSUE 16 / 2018 35
36 HELIOPS FRONTLINE / ISSUE 16 / 2018

Mission equipment
The communications suite of the Arctic
‘Hip’ comprises a set of radios covering the 2
to 400 MHz range, including the Prima-DMV
and Prima-KV transceivers. The Mi-8AMTSh-
VA also comes equipped with an RPA-500
direction finder for SAR operations, a TSL-1600
searchlight, a SLG-300 electrical rescue hoist
rated at 660lb (300kg) in the widened port door
and another hoist, the LPG-150M, rated at
331lb (150kg) installed externally above the port
cabin door.
The cabin also offers room for 12 stretchers
when used for medical evacuation when the
internal auxiliary fuel tanks are removed and can
be equipped with droppable life rafts when used
for sea SAR operations.
The helicopter has night vision goggle (NVG)-
compatible interior and exterior lighting. The
crew members use the Geophizika-NV GEO-
ONV-1-01 Gen III NVGs, which have a field of
view of 40° and a target-detection range – for
truck-sized targets – claimed to be up to 3,280ft
(1,000m); the set permits low-level flight at
night down to 160ft (50m). The SLG-300 hoist seen in deployed boom
The Mi-8AMTSh-VA comes without external position in the door. (Alex Mladenov)

pylons for forward-firing weapons but it can be

equipped with up to three crew-operated PK
7.62 machine guns on pintle mounts – two in
the side doors plus one rear-facing in a hatch in
the clamshell doors.
The helicopter is also permanently outfitted
with six UV-26M 32-round countermeasures
dispensers installed on the fuselage sides. It also
boasts lighter and better metal/ceramic armor
protection for cockpit, cabin and all vital systems
with increased area coverage.
 HELIOPS FRONTLINE / ISSUE 16 / 2018 37

Sergey Solomin, U-UAP’s chief engineer and first deputy

director, was among the main driving forces behind the
Mi-8AMTSh-VA development. (Alex Mladenov)

rounded rear fuselage shape terminating in skis/slump pads and the helicopter has enhanced
clamshell doors improves the helicopter’s in- alcohol anti-icing for the cockpit windows. The
flight stability in strong tailwind and crosswind cabin is equipped with an oven and hot water
conditions (compared to the ramp-equipped rear boiler for use by the aircrew and passengers.
fuselage design), which is especially true during
hovering at high altitude. The new-style clamshell
doors are manufactured from composites in order Advanced avionics
to reduce fuselage weight. The all-new avionics suite optimized for polar
There is also life support equipment for the operations includes a four-channel PKV-8 Series 2
crew members, flying in thick orange-color MSK digital autopilot system and an enhanced TsNS-02
immersion suits over cold waters for prolonged digital navigation system incorporating a BINS-
time. The life support equipment provides the
MSK with cooling, ventilation and heating in order
to enhance the aircrew comfort in flight.
The undercarriage can be equipped with snow A look inside the Mi-8AMTSh-VA’s spacious
cabin. The rear half is occupied by two
auxiliary fuel tanks under specially-designed
fabric covers to further extend the range to
755nm (1,400km). (Alex Mladenov)
38 HELIOPS FRONTLINE / ISSUE 16 / 2018

SP-1 inertial gyro reference platform for

fully autonomous operations, without the
need of using ground navigation aids and The Mi-8AMTSh-VA
dual-redundant BMS-Navigator GLONASS/
GPS satellite navigation receivers. The PKV-8
in figures
Series 2 four-axis digital autopilot offers a Maximum take-off weight
multitude of modes such as maintaining
13,000kg (28,660lb)
automated flight on preset route, automatic
stabilization, barometric and geometric Maximum payload in cabin
altitude hold, heading hold, automatic go-
around, automatic approach to land and 4,000kg (8,816lb)
automatic hover over pre-set ground point,
Maximum payload on external sling
etc. This is the first such advanced autopilot
system used on a Mi-8 family of helicopters 4,000kg (8,816lb)
operated by the Russian military offering
reduced workload to the crew members and Maximum troops capacity
increasing the flight safety. 30
The helicopter is also equipped with
a Kontur-10Ts weather radar in the nose Cruise speed
radome fairing. It can be also used for 230km/h (124kts)
navigation purposes, as it is able to detect
large objects over land and on the sea Maximum speed
surface. 250km/h (135kts)
Based on the experience gained during
the design, testing and initial operation Practical ceiling
of the Mi-8AMTSh-VA, U-UAP, the Mil
6,000m (19,688m)
Moscow Helicopter Plant (Mil MHP) offer a
similarly outfitted civilian-standard Mi-8/171 Static ceiling OGE
derivative. It is intended for the Russian
4,300m (14,104ft)
commercial operators supporting the oil and
gas exploration companies working in the Internal fuel
deep-frozen Arctic which intend to initiate
use of offshore platforms in the medium 1,900kg (4,188lb)
term. In fact, there are civilian-standard
Ferry range on internal fuel
Mi-8AMTs already delivered to RN-Aero, the
commercial air transport operator of Russia’s 650km (351nm)
oil exploration giant Rosneft, which also
utilized a proportion of the Mi-8AMTSh-VA’s
Maximum flight range with auxiliary tanks
advanced avionics suite such as the PKV-8 1,400km (755nm)
autopilot and the BMS-Navigator satellite
navigation receiver. n
The Klimov VK-2500-03 turboshaft engine with FADEC provides a
leap in performance and economy of operation. (Alex Mladenov)
 IAR
HELIOPS FRONTLINE / ISSUE 16 / 2018

TECHNICAL SERVICES
39

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40 HELIOPS FRONTLINE / ISSUE 16 / 2018

STORY BY ALEX MLADENOV

PHOTOS BY ALEX MLADENOV, KUMAPE, ANDREY ZINCHUK
HELIOPS FRONTLINE / ISSUE 16 / 2018 41
42 HELIOPS FRONTLINE / ISSUE 16 / 2018

Alexander Mladenov looks at the fleets of Russia’s two

primary internal security organizations - paramilitary services
which are tasked to enforce its constitutional order, protect the
borders and fight terrorism and organized crime.

B
oth of these organizations of both the Federal Security Service (FSS) and
have sizeable military the National Guard Federal Service of Russia
rotorcraft fleets used actively (colloquially known as Rosgvardia) have also been
in training and real-world used in anger in all internal armed conflicts in
law enforcement operations. the country, the first of which happened prior
In addition to their routine day-to-day counter- to the break-up of the Soviet Union in 1991.
terrorism, counter-insurgency, border protection Now they continue to fight the terrorism and
and law enforcement work, the air branches various insurgency movements across Russia, in
A FSS Mi-8AMTSh-V shows the
delivery of special operators using HELIOPS FRONTLINE / ISSUE 16 / 2018 43
fast-roping rigs. (via Alex Mladenov)
44 HELIOPS FRONTLINE / ISSUE 16 / 2018

A Mi-8MNP-2 seen in flight,

armed with UPK-23-250 gun pods
(via Alex Mladenov)

particular in the North Caucasus region in the drugs and other goods and materials. Another
south-western corner of the country which still important task of the service’s huge border
remains a hot spot. protection force is to counter the attempts
of insurgency and terrorist groups trying
to penetrate into Russian territory from
FSS’aviation neighboring instable states.
Russia’s all-powerful Federal Security FSS’ Aviation Department is a paramilitary
Service is the prime organization involved aviation service which was established in
in country’s own war on terrorism. Its air its present form in 1999. Then headed Col.
assets have been employed in real-world Nikolay Gavrilov, a well-decorated and highly-
combat operations virtually non-stop since the experienced helicopter pilot, its rotary-wing
establishment of Russia as an independent fleet initially comprised only two Mi-8MTV
state and the legal successor of the Soviet passenger transport and utility helicopters
Union in 1992. The FSS Aviation Department, transferred from the Russian MoD together
headquartered in Moscow, currently controls with two passenger aircraft – one Tu-134 and
a sizeable fleet of fixed-wing aircraft and one Tu-154. These aircraft were operated by an
helicopters for combat and support duties. independent squadron stationed at Moscow’s
Its combat-hardened crews are still actively Vnukovo Airport, which subsequently grew
engaged in operations against the surviving into an independent special operations air
insurgencies in the North Caucasus region detachment (known as OAO-SN). During October
– mainly in the republics of Chechnya and 2000, the FSS’s two Mi-8MTVs saw their first use
Dagestan. In addition, the FSS air assets are in anger, supporting the operations of service’s
routinely tasked to patrol the immense land Alpha and Vimpel’ elite anti-terror detachments
and sea borders of Russia in an effort to against insurgents hiding in mountainous
counter numerous attempts of illegal fishing, terrain in the troubled Russian republic of
human traffic and large-scale smuggling of Chechnya. Later on, the FSS’ continuously
 HELIOPS FRONTLINE / ISSUE 16 / 2018 45

FSS has ordered the Ka-226T in a tailored

marinized version for operations off the
desk of its smaller border patrol ships.
(via Alex Mladenov)

expanding rotary-wing fleet began to be stretching from the far east (Khabarovsk) to the
deployed on a regular basis to various hot spots country’s Black Sea borders (Gelendzhik) and
in Russia for special operations support, seeing the Caspian Sea borders (Kaspiisk) in the west.
active involvement in the protracted and rather In addition, the service has a dedicated heavilift
bloody fighting against the insurgents operating and logistic/maintenance unit stationed in the
in the North Caucasus mountains. city of Yoshkar-Ola in the central part of Russia
Most if not all of the helicopters of the near the border with Kazakhstan.
Vnukovo-based OAO-SN are decked out in The busiest unit, involved almost
military-style camouflage but otherwise they are continuously in combat operations in North
anonymous, without visible serials numbers or Caucasus region and patrolling the problematic
nationality insignia. border with Georgia, is the 2nd OAO (United
In March 2005, the FSS aviation structure was Aviation Detachment) stationed in Mikhailovsk
expanded considerably, as it assumed command near the large city of Stavropol in the south-
of all aviation units of Russia’s Federal Border western part of Russia, not far away from the
Service, which merged with the FSS. As a result, troubled North Caucasus region.
its combined aviation fleet today comprises Both the Mi-8T/MTV/AMTSh (no less than 100
not less than 150 helicopters of various classes: examples) and Mi-26 (four examples currently
from the 3.4-tonne Ka-226 to the 56-tonne Mi-26. in service) are mainly used for troop transport
and resupply of numerous remote garrisons and
posts on the border, and some are armed with
Border guard aviation rockets and machine guns for fire support.
The Russian border guard aviation service The Mi-24V/P fleet of around 20 examples
is currently an integral part of the FSS Aviation is used for fire support and armed escort of
Department and comprises some 18 independent transport helicopters. In late 2017, the Mi-24V/P
aviation detachments and groups. They are fleet was complemented by five newly-built
mainly stationed alongside Russia’s borders, Mi-35Ms endowed with day/night capabilities,
46 HELIOPS FRONTLINE / ISSUE 16 / 2018
HELIOPS FRONTLINE / ISSUE 16 / 2018 47
48 HELIOPS FRONTLINE / ISSUE 16 / 2018

A Mi-8MTV of the FSS

air arm, used for border
patrol missions. (Alex
Mladenov)

ordered in 2015 at an unit price of Roubles 556,6 distinguished from their Ministry of Defence or
million (equating to about US$18.6 million). All Rosgvardia counterparts thanks to the presence
of these are set to be taken on strength by the of a red or white horizontal bar on the rear
Mikhailovsk-based 2nd OAO for use in Dagestan fuselage. In 2007, the border guard fleet also
and Chechnya. received the new Russian government aviation
registration numbers beginning with the
“RF-“ prefix and five-digit numbers being
Sea patrol helicopters worn on the tail boom or fin and they are also
The Ka-27PS fleet of some 17 machines is adorned with the Soviet-era traditional military
employed for martime economic exclusive insignia, a five-pointed red star with blue and
zone patrols and occasional SAR tasks in white outline.
the Baltic, Black, and Caspian Seas as well The FSS Aviation Department is among the
as the Pacific Ocean. The fleet is now being most active government organizations in Russia
augmented by the new Ka-226T, optimized which supported in the 2000s and 2010s the
for shipborne operations. A proportion of the local aircraft and mission equipment developers
Ka-27PS operated by the FSS are equipped with and integrators. It has placed significant orders
rappelling kit (for simultaneous landing of four for newly-made Mi-8AMT/AMTSh helicopters
troops) and a pintle mount in the port door equipped for armed patrol, utility, tactical and
for a side-firing 7.62mm machine gun. These VIP transport roles. Between 2010 and early
machines are useful for long-range armed 2017, no less than 30 machines have been taken
patrols and boarding operations, and also retain on strength to replace the service’s worn out
full sea SAR capabilities. Mi-8T/MT/MTV fleets.
For border patrol in extremely cold weather The FSS was also the launch government
conditions in the Arctic regions, for example customer in Russia for the new Kamov Ka-226, a
in the Vorkuta-abased detachment, the service 3.4-tonne twin-engine helicopter type used for
operates the specially-modified Mi-8MA-1 liaison, surveillance and special operations as
Arctica derivative. well as training of new pilots.
FSS’ border guard helicopters can be easily The first two Ka-226s were procured by the
 HELIOPS FRONTLINE / ISSUE 16 / 2018 49

The Ka-27PS is the

principal sea border patrol
helicopter of the FSS air
fleet. (KumAPE)

FSS back in December 2005 and were initially of the Ka-226 specially developed for the FSS.
used for test, evaluation and training purposes. It is used in the sea border patrol role. The
These flexible machines were also actively first machine modified for shipborne use has
utilized as jump ships to train FSS special rolled out the line at the Kumertau Aviation
operations personnel and are also capable of Production Enterprise (KumAPE) in December
providing rappelling of up to four fully equipped 2016 and in March 2017 it was handed over
operatives. There is also a version, specially to FSS; it is earmarked to supplement and
developed for FSS, equipped with a system eventually replace the Ka-27PS used for sea
for signals intelligence/emitter location, with border patrols and SAR.
antenna housed in a shallow drum-shaped FSB has ordered an initial batch of six Ka-
radome under the belly. 226Ts which will operate from the deck of the
There are currently four Ka-226s in newly-procured Project 22460 border patrol
active use, operated by the Vnukovo-based ships assigned to the FSS’s border patrol arm.
detachment. In 2009 and 2010, an improved The budget for the Ka-226T development and
Ka-226 derivative was tested by the FSS, procurement of six examples amounted to
equipped with a four-axis autopilot and the Roubles 2.214 billion (US$35 million at the
Cobalt 350 optronic payload for day/night patrol time of signature). This new sub-version for
operations over land and sea as well with NVG- the FSB Ka-226T, designated as 226.57 within
compatible cockpit enabling the pilots to use Kamov Design Bureau, features a set of design
the Geophizika-NV GEO-ONV-1-01 Gen III NVG alterations in order to be able for routine
sets. At the same time, the Ka-226 underwent operations from the desks of the small border
trials from a ship desk in a bid to demonstrate patrol ships. The list of the new design features
its suitability for basing onboard ships. includes folding three-blade rotors and an
The fully marinized Ka-226T, featuring an expanded communication suite that covers the
uprated powerplant, the Turbomeca Arrius 2G1, entire maritime communication band as well
rated at 670shp though for use on the Ka-226 it as improved corrosion protection. It also comes
was de-rated to 580shp (705shp in emergency outfitted with pintle mounts for side-firing
mode), is the definitive shipborne derivative 7.62mm machine guns while the internal and
50 HELIOPS FRONTLINE / ISSUE 16 / 2018

external lighting of the helicopter, intended for communications system. In December 2015,
performing special missions over water surface, example, an order was placed by the FSS for two
is compatible with the Geophizika GEO-ONV-1-01 helicopters at an unit price of Roubles 481.35
night vision goggles (NVGs). The rescue million (US$8 million), intended for equipping
equipment onboard is represented by a SLG-300 the 2nd OAO at Mikhailovsk, due for delivery
electrical rescue hoist. The two last examples in the end of 2016. According to publically-
from the six-strong Ka-226T batch shall be available information, in 2016 the FSS took
delivered to the FSS’ aviation department until delivery of seven more Mi-8AMTShs.
the end of 2018. Then, follow-on orders are
expected, with deliveries tentatively set up for
2019 or 2020. Night attack Mi-8s
In 2008, two Kazan Helicopters Ansat The primary special-operations round-
3.6 tone-class twin-engine helicopters were the-clock surveillance and attack platform is
acquired by the FSB Aviation Department, a highly-modified and newly-manufactured
intended to be used in the passenger transport derivative based on the Mi-8AMTSh, designated
and training role. This, however, remained as as the Mi-8MN in its initial form. It was
a one-off purchase as there are no publicly- purposely developed for the FSS in the early
announced plans for any additional purchases 2000s by Mil Moscow Helicopter Plant (Mil
by the FSB of the baseline model or the MHP), avionics upgrade specialist Russkaya
development of any special mission derivatives Avionika and nigh vision goggle specialist
of the Ansat. Meanwhile, the FSS continued Geophizika-NV. These secretive and heavily-
ordering new Mi-8AMTShs for its border armed Hips dubbed Mi-8MN, Mi-8MNP and
protection units. Mi-8MNP-2 are highly-modified Mi-8AMTSh
In 2013 and 2014 there were two contracts derivatives, purposely-designed by Mil MHP
placed for a total of eight helicopters. In 2015, to meet the demanding FSS specification. The
as many as five Mi-8AMTShs from the 2013-2014 development and testing took two years.
orders were taken on strength – four outfitted The first model of the family line, the Mi-
for tactical transport and another for VIP 8MN, has been used with a great success in
transport, equipped with the Raduga-M satellite Russia’s own war on terror in Chechnya and

This FSS Mi-8AMTSh has been built up

to the latest production standard and
is seen here equipped with long-range
external fuel tanks. (Alex Mladenov)
 HELIOPS FRONTLINE / ISSUE 16 / 2018 51

AMERICA’S FRONTLINE
52 HELIOPS FRONTLINE / ISSUE 16 / 2018

Dagestan, with the first combat deployment in on the outrigger pylons. This new version
the troubled North Caucasian republic reported received the new Mi-8MNP designation and
in 2001. This model comes armed with the has been portrayed as an expanded-capability,
9K113K-8 Shturm-VK antitank guided system multi-purpose reconnaissance and attack
comprising eight anti-tank guided missiles helicopter capable of intercepting the field
(ATGMs) carried on two four-launcher units and communications of the different Islamic
the associated targeting equipment. terrorist groups hiding in the North Caucasus
These helicopters were originally built as mountains and pinpointing the position of their
‘green’ Mi-8AMTShs at the U-UAP, featuring VHF/UHF radio emitters.
a baseline flight/navigation avionics and six The latest Mi-8MNP-2 version, disclosed in
outrigger pylons for carrying weapons, and then Mil MHP’s annual report in 2011 and observed
received a long list of upgrades at Mil MHP’s for the first time during testing at Tomilino in
experimental plant at Tomilino just outside of August 2012, comes equipped with the much
Moscow. In its original form, the recce/attack improved OPS-24N-1 optronic targeting system
Mi-8MN for the FSS is equipped with the OPS- for day/night ATGM use. According to the
24N targeting system for day/night ATGM use, Mil MHP’s annual report, a batch of six new-
enabling it to fire the 9M114 Shturm-V or 9M120 build Mi-8AMTShs was upgraded to the MNP-2
Ataka-V missiles. standard in 2012. The Mi-8MNP-2 retains the
The helicopter is also fitted with a downlink two-payload configuration in addition to the
for real-time transmission of video imagery surface search and mapping radar, installed
(taken by the OPS-24N) to a ground receiver in a large flattened cylindrical fairing in the
station. In addition, it can use two to four nose. Compared to the Mi-8MNP, it also has a
launcher packs for 80-mm rockets of the S-8 different arrangement of the receiver antennas
family and free-fall high-explosive bombs; the used for signals intelligence and emitter
helicopter can also use two forward-firing UPK- pinpointing purposes.
23-250 gun pods with rapid-fire GSh-23 twin-
barrel guns. The helicopters of the Mi-8MN/
MNP/MNP-2 family also feature glass cockpit Internal Troops Aviation Service
and night vision goggle (NVG)-compatible The Rosgravdia (National Guards Service
interior and exterior lighting. The crew of the Russian Federation) is a new internal
members use the Geophizika-NV GEO-ONV-1-01 security force that inherited the military units
Gen III NVGs. of the Internal Troops (IT), subordinated until
According to the former FSS Aviation April 2016 to the Russian Ministry of Interior.
Department Chief, Maj Gen Nikolay Gavrilov, This is a gendarmerie-style militarized power
the armed to the teeth Mi-8MNs proved highly service numbering around 170,000 military
effective in the Russian war on terror in personnel, tasked with law enforcement,
Chechnya. He also commented that there was counter-terrorist operations, territorial defense
one particular occasion when a single Mi-8MN of Russian territory, providing security of
managed to kill no fewer 150 insurgents plus important industrial and urban sites, protection
destroy two weapons caches and smashed one of convoys with important cargoes, provision
terrorist camp in two consecutive nights of of assistance to border protection forces and
combat operations in the same area. The night- control over fire arms handling in the private
capable Mi-8s were also actively utilized for security companies.
insertion and recovery in the night of special Rosgvardia’s aviation branch is tasked
operations groups (mostly comprising Alpha primarily with the transport of troops and
and Vimpel operatives), engaged in anti-terror materiel, armed escort, patrolling important
missions in Northern Caucasus. transport lines (highways, railways, pipelines
During the late 2000s and early 2010s, the and rivers), disaster relief, searching for escaped
Mi-8MN fleet underwent a variety of rolling prisoners and support of small- and large-scale
upgrades aimed at expanding its mission counter-insurgency (COIN) operations.
capability by integrating undisclosed signals The aviation branch took an active
intelligence and direction-finding gear participation in all armed inter-ethnical
which uses multiple antennas installed on conflicts that sprung during the Soviet Union
the nose, under the tail and belly and also dissolution, including those in Nagorni
 HELIOPS FRONTLINE / ISSUE 16 / 2018 53

Karabakh (Azerbaijan), Fergana (Uzbekistan) squadron stationed at Chkalovsky airfield near

and Sumgait (Azerbaijan). In 1990, in order to Moscow, which is tasked with VIP transport.
considerably increase the airlift capability Currently, the Rosgvardia fleet includes
required for a prompt response to conflict no fewer than 80 helicopters of three types,
situation in the numerous hot spots within the including the Mi-8T/MT/MTV-2 (over 60
former Soviet Union, the IT was supplied with examples), Mi-8AMT/AMTSh (three examples),
Mi-26 heavilift helicopters. Then, the aviation Mi-24V/P (about ten) and Mi-26 (ten). In 2006s,
branch saw active service in the first and it took on strength six newly-made Mi-8MTV-
second Chechen war campaigns, in 1994-1996 2s (no fewer than six examples) as attrition
and 1999-2000, respectively. Its transport and replacements plus one more in 2008. The two
attack helicopters, and fixed-wing aircraft were Mi-8AMTShs were delivered in 2008 and 2016,
actively employed on logistic support and COIN while in 2009 a VIP version known as the Mi-
operations in Chechnya and adjacent regions. 8AMT-1 Salon was taken on strength.
Even today Rosgravdia’s aircraft remain in The Rosgvardia aviation branch also
combat against the remnants of the Chechen operates a small number of ATGM-armed Mi-8
and Dagestan insurgent groups, hiding in the derivatives dubbed Mi-8MTV-2-RN and named
North Caucasus mountains in and around the Antares. These machines were reworked from
troubled republic and occasionally attacking existing Mi-8MTV-2s, originally built at Kazan
local and federal law enforcement authorities. Helicopters in the 1990s, complemented by five
The small fleet of Mi-24P/V armored newly-built examples in 2006 plus one Mi-
helicopter gunships have been extensively used 8MTC-2-OER Flir for day/night reconnaissance/
for close air support in offensive operations surveillance in counter-insurgency and counter-
as well as for escort of transport helicopters terrorism operations.
during air assaults and routine re-supply The night-attack helicopters received the
missions in combat zones. same payloads and weapon controls systems
The Rosgvardia aviation branch has a as those integrated on the early-production
fleet grouped in nine independent composite Mi-8MNs. The helicopters have also been used
squadrons and three composite special- for fighting the terrorist movements in the
purpose regiments, equipped with a mixture North Caucasus region (mainly in Chechnya
of rotary-wing and fixed-wing aircraft. The and Dagestan), mostly operating at night. In
composite special-purpose regiment stationed 2013, four more examples of the same version
at Yermolino near Kaluga is among the biggest were added to Rosgvardia’s fleet by modifying
units and it operates the service’s Mi-26 existing Mi-8MTV-2s at Mil MHP’s experimental
helicopters, while other two regiments are plant at Tomilino.
stationed in Nizhni Novgorod and Rostov on All the Rosgvardia rotorcraft, formerly
Don. The service’s squadrons are stationed in belonging to the IT, wear camouflage schemes
Pushkin near St Petersburg, Engels, Novosibirsk, and registrations with the “RF-” prefix, and
Krasnodar, Chita, Yekaterinburg, Mozdok, can be easily distinguished thanks to the
Novaya Derevnya (Balashikha near Moscow) presence of a white vertical strip applied onto
and Voronezh. There is also an independent the tail boom. n
54 HELIOPS FRONTLINE / ISSUE 15 / 2018

PART
THREE

The final of this three-part article by

Paul Kennard continues to examine
the issues behind helicopter
survivability in the battlefield.
HELIOPS FRONTLINE / ISSUE 15 / 2018 55
56 HELIOPS FRONTLINE / ISSUE 15 / 2018

EFFECTORS?
But what of the countermeasure
that the MWS will cue either
the crew or the CMDS to utilise?
There remain two main “effectors”
against IR missiles, whether ground
or air launched;

1. DECOY FLARES – Flares have

long been the prime method of
decoying IR missiles. Early, first
generation, missiles such as SA-
7, AA-2 and Sidewinder proved
susceptible to the emergence
of a bright, hot, IR source in their field of view. Indeed, often
the sun itself was enough to divert weapons away from their
intended target. However, the missile designers began to install
countermeasures on their missiles, designed to force the missile
to ignore a “hot-spot”. By return, the platform protection teams
devised other ways of defeating missiles, such as flares of differing
intensity, and novel patterns – again, all designed to either confuse
or decoy the seeker head. Most MANPADS are “tail chasers”, they
seek the hot engine exhaust plume and approach from the rear
hemisphere. Some use proportional navigation and require subtle
modifications to the platforms DAS to defeat them. The use of “twin
band” seeker heads has proved a thorny issue to overcome; the SA-
18, for example, uses both a MW IR and SW IR sensor to enable it to
“see” in two bands and ignore an obvious flare. This, and other flare
rejection techniques, moved the advantage back to the MANPADS,
but clever work with flare technology and patterns may well have
tipped the balance back towards the platform. Where flares may hit
the limit of utility is the introduction of “staring” IR seeker heads,
capable of imaging the target (in the same way that AAMs like
the ASRAAM do) and therefore affording the ability to reject flares
based on size and intensity. Whilst these latest developments
are worrying, the key fact is that the vast majority of MANPADS
produced are early generation systems that are vulnerable to flares
if employed properly.

2. DIRCM – DIRCM (Directional Infra-Red Counter Measure) is a

much newer player in the DAS/ASE area. Designed originally to
protect large transport aircraft, DIRCMs have been adopted by
the helicopter community due to several advantages over decoy
 HELIOPS FRONTLINE / ISSUE 15 / 2018 57

flares. Firstly, they are a (virtually) inexhaustible resource – and

can be used multiple times in the course of a sortie without the
risk of running out of expendable countermeasures mid sortie.
Secondly, their use is invisible to the naked eye; a full pattern of
IR decoy flares is a very large visual signature which may enable
the helicopter to be detected and engaged by other threat systems.
This is particularly important for SF/SOF platforms trying to remain
covert – to have a false alarm compromise a sensitive mission
could be disastrous. Thirdly, they pose no hazard to innocent
third parties on the ground (save for any potential short ranged
eye-safety issues), unlike flares which can burn both people and
property – not ideal if you’re trying to win “hearts and minds”.
Finally, they are very adaptive and the “jam code” the DIRCM uses
can be rapidly updated in the event of new intelligence such as
a hitherto unexpected threat arriving in a theatre – potentially
a new “code” can be sent electronically via a secure internet
bearer. DIRCM works using a similar principle to flares, namely
introducing either a false target or saturating the missile seeker
head with energy. To do this, the DIRCM turret is required to point
at the incoming threat. This requirement drove the need to move
away from the early MWS such as AN/AAR-47, which only declared
a threat quadrant, to something that was spatially aware and
capable of not only of detecting but tracking an inbound threat
to cue the DIRCM to point in the right direction. Once pointing in
the correct direction, a “fine track sensor” on the turret points
the DIRCM energy source at the incoming missile. Early systems
used UV-lamp generated energy, similar to the AN/ALQ-144 and
-157, but a better Jam/Signal (J/S) ratio was achieved by focussing
the energy. Modern DIRCMs use lasers, which are smaller, lighter,
less power intensive and deliver significantly higher J/S ratios.
This has enabled the new generation of DIRCMs to be significantly
smaller than the original AN/AAQ-24 “Nemesis”. The US Army has
fielded the BAES AN/ALQ-212 ATIRCM1 (Advanced Tactical IRCM) on
a number of helicopters, including the CH-47, teaming it with the
existing CMWS. In the UK, Leonardo has developed the “Miysis”
DIRCM and has recently signed a MoU with Thales to demonstrate
to the UK MoD an integrated capability with the Elix-IR MWS in
2018, potentially paving the way for adoption by UK rotorcraft and
fixed wing aircraft2.
DIRCM does have some limitations however; the turret “duty
cycle” permits a response to only one missile per turret Field
of View. If a volley of MANPADS were fired from one aspect,
the system may not have sufficient time to jam each missile –
therefore flares are likely to remain a key component of DAS/
ASE for some time to come, at least until the point where either
the SWaP/Cost of turrets has reached the point where multiple
turrets can be fitted for all-round layered defence, or helicopters
adapt multi-use apertures that can both sense and effect against
multiple threats simultaneously. Pumping up the power of the
Laser to physically damaging levels may be the only way to protect
against advanced Imaging-IR seeker heads; physically destroying
the targeting system requires a step-up in transmitted energy and

1. http://www.baesystems.com/en-us/product/analq212-advanced-threat-infrared-coun-
termeasures-atircm-system
2. http://www.uk.leonardocompany.com/-/leonardo-thales-miysis-dircm
58 HELIOPS FRONTLINE / ISSUE 15 / 2018
HELIOPS FRONTLINE / ISSUE 15 / 2018 59
60 HELIOPS FRONTLINE / ISSUE 15 / 2018

Setting aside the technical challenges of

defeating RF and IR guided missiles, the
most likely threat that helicopter crews
will encounter is that of gunfire/RPGs.
Traditionally, the first time a crew knew
they were being engaged was either seeing
muzzle flash / tracer, being cued via radio
from a wingman or physically hearing /
seeing rounds striking the aircraft. In many
cases, the crew haven’t known they’ve been
hit until the post-sortie walk-round or, indeed,
an After-Flight inspection by maintainers.

opens up a whole new world of safety, qualification and control

issues. Merely being “eye-safe” will not be enough for the required
energy – platforms, regulations and safety cases will all need to be
overhauled before such a “hard-kill” laser is fielded.
Setting aside the technical challenges of defeating RF and IR
guided missiles, the most likely threat that helicopter crews will
encounter is that of gunfire/RPGs. Traditionally, the first time a crew
knew they were being engaged was either seeing muzzle flash /
tracer, being cued via radio from a wingman or physically hearing /
seeing rounds striking the aircraft. In many cases, the crew haven’t
known they’ve been hit until the post-sortie walk-round or, indeed,
an After-Flight inspection by maintainers. The number of days spent
repairing bullet-damaged aircraft significantly impacts deployed
operations. Many countries have started projects aimed at fielding
“Hostile Fire Indicator” (HFI) systems, designed to warn crews
of an engagement, hopefully before the rounds start hitting the
aircraft! There are several technology approaches to delivering HFI
capability;

1. Existing MWS – Both UV and IR MWS have proven some

capability in detecting Hostile Fire (HF). These systems can,
in the right circumstances, detect an engagement – and can
output the warning either aurally through the aircraft’s intercom
system or visually through a combined or dedicated threat
display.

2. Acoustic Detection – Several experiments have been conducted

using microphones fitted to aircraft which can detect the
 HELIOPS FRONTLINE / ISSUE 15 / 2018 61

Photo courtesy RAF Benson

distinctive report of different calibre gunfire. Challenges include

the background noise generated by the rotorcraft itself and
other battlefield assets.

3. Ballistic Detection – Sensors fitted to the platform which can

detect the shockwave caused by passing rounds.

HFI can be very effective in warning a crew that they are being
engaged, and, potentially, providing some idea of the location of
the Firing Point (FP). Ideally, the helicopter of tomorrow will have a
fully integrated mission system, and the crew some form of helmet-
mounted display system; if so equipped, then a HFI could output
the sensed FP location and display it both to the handling pilot to
base his evasion manoeuvres on, the non-handling pilot to assess
the quickest route to cover and by the door-gunners to provide
swift suppressing fire. Ultimately, in the “Combat Cloud”, the data
could be “off-boarded” to an escorting gunship or CAS platform that
could terminate the engagement swiftly with a well-placed burst of
gunfire or guided weapon.
This concept of the Combat Cloud is important for platform
protection, and it pervades all of what we’ve discussed so far. The
J2 it produces can guide our mission planning and enable us to
avoid “pop up” threats en-route. It can help us direct any organic
jamming capability we carry to avoid being engaged. The potential
62 HELIOPS FRONTLINE / ISSUE 15 / 2018

Fuel tanks have long been self-sealing

against small arms and fragment damage.
The rest of the fuel system can also be
protected by systems such as OBIGGS
(On-Board Inert Gas Generating System)
which prevents the build-up of flammable
fuel vapour in fuel tanks such that there’s
no explosion if the tank is hit and by dry-bay
fire suppression systems.

for multiple aircraft in a formation to share threat data may be

able to prevent an aircraft triggering flares on a false alarm, or,
conversely, prompt a threat declaration on an aircraft whose DAS/
ASE has not alerted. This cloud requires significant investment in
links, nodes and protocols, not to mention hardening against the
inevitability of Cyber Attack. The rewards, however, from a C2 and
survivability aspect are potentially enormous.

Photo courtesy RAF Benson

 HELIOPS FRONTLINE / ISSUE 15 / 2018 63

DON’T BE KILLED
It’s really not your day. The “Swiss cheese” holes have aligned
and your aircraft has been hit and damaged. The effects of the
hit can be minimised by skilful design and the appropriate use of
armour. Helicopters designed from the first instance as military,
battlefield, machines will adhere to certain design caveats. These
will, wherever possible, not cluster vital systems in one location (so
not to be vulnerable to a single burst/impact) and ideally separate
duplex or triplex systems through the aircraft to give redundancy
and battle-tolerance. This “battle-worthiness” raises an interesting
quandary for OEMs seeking to market their platforms as “dual use”
for both military and civilian customers. The levels of redundancy
required to be battle-tolerant are often in excess of the needs for
FAR/CS 27/29; the designer is trying to reduce weight, complexity
and cost for the Civil customer whilst trying to build in redundancy,
system segregation and “hardening” for the military user. In many
respects, these aims are not complimentary so there is the risk of a
compromise. The whole point of a dual-use aircraft is to save time
and cost on certification and qualification – testing once and using
often. Often, on dedicated military rotorcraft, the aircraft structure
will be heavier, as will the grade of metals used on transmissions
and rotor systems; glass, where possible, will be armoured. All of
these measures increase weight and therefore operating costs –
not an issue, per se, for the military, but a large driver for a
Commercial operator.
The selective use of armour can help. A helicopter designed
as a dual-use design could feature mounting points for applique
armour to provide additional protection in military service. Armour
has moved on from “chicken plates” and flak-jackets for aircrew,
and the material has developed from sheets of heavy armour into
complex composite structures that provide enhanced protection
at reduced weight (and interference with aircraft systems – an
extra ton of steel can do odd things to magnetic based navigation
systems!!). The newer, lightweight, armour systems permit the users
to consider protecting troops/passengers as well as crew. Permali
Gloucester3 provide a whole cabin solution for the CH-47. Designed
in response to a UK RAF urgent requirement, the Permali system
provides cockpit, cabin and ramp protection whilst still providing
access for seats/cargo toe down points. The sides are armoured as
well, providing a virtual armoured “bath tub” for passengers in the
cabin. A former colleague of mine recounts feeling a “thump” under
his foot in Afghanistan – it was the impact of a round which had
punched through the underside of the aircraft but had been stopped
by the armour. He is in no doubt that the armour saved his foot that
day….Used extensively by the RAF, and exported, this “armoured
cocoon” protects aircraft systems as well as passengers and crew.
Fuel tanks have long been self-sealing against small arms and
fragment damage. The rest of the fuel system can also be protected
by systems such as OBIGGS (On-Board Inert Gas Generating System)
which prevents the build-up of flammable fuel vapour in fuel tanks
such that there’s no explosion if the tank is hit and by dry-bay fire
suppression systems.
Sometimes, even the best multi-layered systems cannot

3. http://www.permali.co.uk/air-defence
64 HELIOPS FRONTLINE / ISSUE 15 / 2018

Photo courtesy US Navy

prevent a fatal hit. At this stage, the emphasis changes to survival

and recovery of both aircraft and crew. To give the crew the best
possible chance of survival, the aircraft structure, landing gear and
impact energy pathways can all be designed to absorb as much of
the impact as possible. The fuel system needs to be auto-sealed
to, where possible, ensure that tanks do not rupture or leak upon
impact, minimising the risk of a post-crash fire. Finally, the crew,
and ideally passengers, should be accommodated in crash-worthy
seats; not only to improve the overall chance of survivability, but
also to maximise the chances of personnel successfully evacuating
the aircraft, being recovered by friendly forces and, ultimately,
returning to the fight. Often forgotten, but nonetheless important,
is the “down-bird” status of the damaged aircraft. In the first
instance, the crew must be able to quickly declassify the aircraft
by purging sensitive communications and self-protection data.
Secondly, consideration should be given to the ease of removal for
certain sensitive or high-value components. Thirdly, the aircraft
could be designed with full platform recovery in mind – ie the
simple removal in the field of large/heavy components such as
rotor-blades and engines to permit extraction (via heavy-lift asset)
of the majority of the aircraft for either repair or deeper spares
recovery, and to deny the platform to the enemy for technological
and propaganda exploitation.
 HELIOPS FRONTLINE / ISSUE 15 / 2018 65

Photo courtesy RAF Benson

DON’T BE CHEAP,
DON’T BE LATE!!
Clearly not part of the “onion” but pertinent points to conclude
on. If militaries wish to continue to operate vertical-lift platforms
across the full spectrum of warfare into the future, they must
recognise that to adequately protect these assets will cost a
considerable amount of money. Not all of the capability can be
“scabbed on” to legacy platforms, as some are considerations
that underpin the fundamental design philosophy of the aircraft.
Some elements, especially RF Electronic Warfare, are not quick
to introduce either – and can rarely be bought “off the shelf” –
meaning that nations have to plan and invest merely to keep up
with the development of the potential threat systems.
With future threats forecast to become ever more complex,
lethal and proliferated, the need to consider survivability to
ensure acceptable risk in future operations is clear. New threats
and technologies, such as Directed Energy Weapons and Cyber-
attack, are starting to take physical form, and will be staples on
the battlefield of the future. To maintain the ability for vertical
lift assets to operate in this complex and contested battlespace,
politicians, military leaders and acquisition personnel all need
to understand that protection doesn’t come cheaply and will
be unlikely to just appear when you need it. Research and
Development funding to support a 10,20 and 30-year view of the
future needs to be in place to signpost doctrine and industrial
capability in the correct directions.
If you don’t invest, your only option is “Don’t be there,
abdicating the battlefield to your opponent and dictated by the
enemy’s capabilities and your own shortfalls, not your technological
advantage... n
66 HELIOPS FRONTLINE / ISSUE 16 / 2018
 HELIOPS FRONTLINE / ISSUE 16 / 2018 67

STORY BY PAUL KENNARD

68 HELIOPS FRONTLINE / ISSUE 16 / 2018

The only thing harder than getting

a new idea into the military mind
is to get an old one out.
Sir Basil Liddell Hart
Soldier, Historian and Military Theorist

W
e’ve all done it I generator at Kajaki dam in Helmand, Afghanistan
suspect. Derided (flying it from China to an airfield, providing
a new technology, hundreds of hours of helicopter escort / troop
or debunked new moves to protect the MSR as it was road-moved
tactics or a novel into position) could have been replaced by a
strategy. I’ve done it myself - I was utterly wrong HAV delivering it straight to the dam, under
when I operated alongside early Predators in cover of darkness, and only requiring Force
Kosovo in 1999. I simply couldn’t conceive that Protection in the immediate area around the
these flimsy looking contraptions (which blocked dam – it would also have surprised the enemy,
the runway at Skopje for a considerable time something that rebuilding roads and escorting
prior to launch and after recovery) could have any a large, slow moving, convoy could not hope to
significant military effect. They were vulnerable do. The incident last year, where the prototype
to crosswinds, couldn’t operate in thunderstorms, HAV nosed into the ground at about 10kts (the so
their optical sensor was obscured by clouds called “slowest crash in living memory) was leapt
and they couldn’t carry any offensive weapons. on by detractors. The recent incident, where the
How times change; working in a deployed HQ in HAV broke loose and activated its auto-deflate
Afghanistan in 2012, the Predators and Reapers system, has attracted a near feeding-frenzy of
were utterly invaluable – providing persistent derision, criticism and amusement from those
ISR and precision strikes almost every day, albeit keen to see this “pointless gasbag” consigned to
still with some issues with wind and weather. history. What would such detractors have thought
They are a true “revolution in military affairs”, of other “breakthrough” technologies? Did the
but have faced obstructions and detractors accidents with the Comet stop the development
throughout their development and deployment to of jet travel? Do we think we should give up on
the front line. cheap reusable spacecraft as a result of the Virgin
More recently, as someone who spent some Galactic crash? No, we don’t. Even aircraft and
time with the company behind the Hybrid Air helicopters we now consider invaluable, such as
Vehicle (HAV) when still serving, I’ve been frankly the F22 and UH60 had crashes during flight trials.
appalled by the negativity that surrounds it. It’s why we build prototypes and why we then
Here’s a platform with the promise of prolonged, flight test them. Sometimes an idea is simply
sustained flight (useful for any number of ASW, too immature for the technology to support it;
rebro or ISR roles), and the potential for the the V-22 had progenitors in the 1960s (such as
carriage of heavy outsize loads. As the company the X-22), but lacked the flight control system
explained to me once, the effort the UK went and composite materials to produce a viable
to in order to position a new hydro-electric production machine. Early monoplanes often
 HELIOPS FRONTLINE / ISSUE 16 / 2018 69

We soon saw that the helicopter

had no future, and dropped it...The
helicopter is much easier to design
than the aeroplane, but is worthless
when done.
Wilbur Wright

suffered with structural failures, and several computer. The new system, made by Thales, had
helicopter designs failed due to stresses, lack of far more capability than the obsolete system
power and vibration. it replaced; we could now program multiple
Somewhat more prosaic, I saw similar active and secondary flight plans, the waypoint
behaviour in my old aircraft, the Chinook. The UK memory was massively increased and it had
has long “gone its own way” with the avionics the ability to fly pre-planned search and even
suite on the aircraft, fitting different DAS/ASE, holding patterns; heady stuff for the map and
radios and navigational equipment. In the late stopwatch generation! Those of us relatively
90s, the UK upgraded the aircraft’s navigation new to the aircraft adapted and exploited the
70 HELIOPS FRONTLINE / ISSUE 16 / 2018
HELIOPS FRONTLINE / ISSUE 16 / 2018 71
72 HELIOPS FRONTLINE / ISSUE 16 / 2018

new capabilities (though, arguably, we never use. New technology and new systems can
used all of the capabilities). It was, however, my threaten to undermine status – and it is a
first experience of seeing inherent resistance to natural instinct to “push back” against it. The
change in a flying context. Many of the “old and “system” doesn’t always help the “old and
bold” couldn’t, or wouldn’t, embrace the new bold” to adapt to new technology. Often,
technology and the opportunities it presented. upgrades are not introduced well in a military
At best, they grudgingly learned a few shortcuts context, especially if rushed in as an urgent
(we’d probably call them “nav system hacks” capability requirement. Aircrew Manuals and
nowadays…), at worst they simply continued checklists can lag behind the aircraft, as can
using it as if it were legacy equipment. They modifications to flight simulators. At one
simply resisted change. stage during the campaign in Afghanistan,
This beggars the question, from simply for the CH-47, the rush to field multiple new
changing a box in a platform, developing a brand- capabilities left the front-line aircraft looking
new concept or exhuming an old one, why do quite different to the simulators that crews
many fight the change? I think it breaks down were training in. We need to help our crews
into a number of areas; adapt to new technology, to stop them fearing
change and feeling it is being imposed upon
1. KNOWLEDGE IS POWER. Aviation has them and, in turn, their hard-earned status
an established hierarchy. Positions of threatened. In many respects, much like
responsibility, such as aircraft commander, the introduction of Crew/Cockpit Resource
are often achieved through dint of hard work, Management training, we need to ensure
experience and “time served” in a company that crews feel that the new technology is a
or unit. We probably all know aviators with benefit, not a threat.
multiple-thousand hours on type – they are
immensely competent and capable, but 2. “WE’VE ALWAYS DONE IT THIS WAY”. As
much of their prestige and status derives Liddell Hart suggested, the military has a
from their encyclopaedic knowledge of culture of deep conservatism with entrenched
the aircraft they fly and the systems they views. The US Navy “knew” that the battleship
 HELIOPS FRONTLINE / ISSUE 16 / 2018 73

was the pre-eminent platform in naval for the remaining “round dial” generation.
supremacy. They ignored the claims and Perhaps the fundamental control inputs of
demonstrations of airmen such as Mitchell; cyclic, collective and yaw pedals are the next
they put their faith in speed, armour and anti- big change. Most of the next generation of
aircraft guns. The attacks on Taranto and Pearl pilots will have thousands of “hours” using
Harbor, and the loss to Japanese bombers game console controllers and touch screen
of HMS Repulse and HMS Prince of Wales, technology.
forced “gun club” admirals to reassess their
priorities. Those that couldn’t adapt were, in 3. EGO & VANITY. Pilots are renowned for
the main, cast aside in favour of those that having professional egos that only surgeons
could see their way through centuries of naval can surpass. We like to project an image to
tradition – in fairness, helped to a large degree conform with our ego – and, sometimes, this
by most of the Pacific fleet battleships sitting can compromise aspects of our capability.
on the bottom of Pearl Harbor. Conservatism HAV is a prime example. I once saw a
runs deep in the helicopter community too. presentation on the potential for HAV as a
Technologies such as NVGs, GPS navigation persistent ASW platform. By comparison to
and digital autopilots have all met a degree the P-8, the HAV had an advantage in every
of resistance. The contemporary cockpit is area except speed – it could carry more/
migrating towards the use of applications bigger sensors, vastly more sonobouys/
on tablets, and HMI will inevitably move weapons, was a fraction of the acquisition
towards skills that a new generation of crews and operating cost and could stay on station
find instinctive – “swiping”, “pinching” and for days if not weeks. I then watched some
“dragging” rather than using hard/soft keys potential P-8 aircrew attempt to trash the
and trackballs. We are now designing aircraft aircraft for its lack of speed. In reality, they
and systems now that will, for the majority of were guilty of “traditional” thinking and,
their service lives, be flown by “millennials” probably, of wanting to turn up to an airshow
who are tech aware and have some very fixed or a competition in a swanky jet, rather than
ideas about how they interact with it, not a “gasbag”. There are many in the UK that
74 HELIOPS FRONTLINE / ISSUE 16 / 2018

feel we did the same with the purchase of the forthcoming FVL/JMR contenders are,
the AH-64; in many ways, given the maritime at the moment, receiving little controversy
requirement, the AH-1 was a better all-rounder over their lift systems as, to a degree, we are
but the Apache was, and still remains, the now accustomed to seeing the V-22 and the
“gold standard” attack helicopter – provided AW609. Despite now being the darling of the
you don’t wish to routinely embark it in the UK military after becoming a defining image
littoral/maritime role. As UAVs were seen by of the UK’s wars in Iraq and Afghanistan, the
many fixed wing pilots as a threat not only to Chinook, with its non-traditional drive system,
their prestige, but also their jobs, the rise of was viewed with suspicion by many in the
“Optionally Manned Rotorcraft” now threatens RAF after a spate of accidents early in its
helicopter pilots with the same risk. UAVs are RAF service. When I selected the Chinook as
here to stay, whether we like it or not – they my choice of front-line helicopter, it was the
can do things that humans simply cannot recipient of some very unflattering nicknames;
do; they can safely work extended hours, “Boeing body-bag” and “Contra-rotating death
they can operate in dangerous environments banana” being two of the politer ones. Over a
(CBRN) and, as with manned UAVs, sometimes period of time the aircraft proved its worth –
the risk from “conventional” threats is too but it took many years to shed its reputation
high for politicians and commanders to risk as something of a widow maker. The Chinook,
a human crew. There is also the inescapable like the V-22, is “different” to a conventional
fact that vertical lift is perennially sensitive helicopter – to many with experience in tail-
to weight; a crew, plus equipment, can easily rotor aircraft, the move to a tandem-rotor or
be 750-1000lbs of potential payload or fuel. tilt rotor is truly a step into the unknown.

4. FEAR OF THE UNKNOWN. There is an old Aircrew are creatures of habit. We get into
cliché in aviation that you should never comfort zones where the motor skills of flying
fly a Mark 1 / A-Model aircraft. They will and operating the aircraft systems are instinctive,
inevitably have glitches and snags, often giving us the free capacity to mission manage
minor, but sometimes major. V-22 suffered and lookout. Change, if not managed correctly,
from a number of highly public incidents can instil nerves and fear, in turn leading to
and accidents; ground-breaking technology indifference and, ultimately, rejection. The key
often attracts more attention than the remains taking the crews with you on the journey
conventional, and V-22 was unique at the time and getting them to buy-in rather than rail
so the scrutiny was intense. By comparison, against it. n
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