NEWO K ! PILOT SHORTAGES A MYTH OR REALITY?

LO

WHAT’S NEWTHE
ENHANCING ON
INTERNATIONAL THE HAVOC
HAVOC
MILITARY | COMMERCIAL | BUSINESS | UNMANNED | ENGINES | SYSTEMS & FUTURE TECHNOLOGY

EUROFIGHTER’S
AMBITIOUS
PLANS

MERGER TYPHOON GOES ON THE

OF THE YEAR ELECTRONIC ATTACK
IN IT FOR THE
SHORT HAUL
BREAKING COVER
AIRBUS STEALTH
DRONE REVEALED
FEBRUARY 2020 Vol 98 No 2 £4.99

HOT AND HIGHER SYSTEMS SOLAR POWER ENDURANCE

 AIRCRAFT • PERSONNEL • SQUADRONS • MISSIONS • PROGRAMS
The 2020 edition
of the US Air Force air
power yearbook is
Key Publishing’s annual
insight into the world’s
largest and most
powerful air arm.

2020 features include:

• USAF F-35A combat debut

• New engines for the
B-52H Stratofortress
• Boeing’s T-7A Red Hawk
to transform pilot training
• Idaho’s A-10 ‘Warthogs’,
• Mountain Home nose art

PLUS a full order or battle and rundown

of all USAF aircraft and units.

819/19
AVAILABLE NOW FROM AND ALL LEADING NEWSAGENTS
ALTERNATIVELY, ORDER DIRECT
*Free 2nd class P&P on all

PLUS FREE P&P * UK & BFPO orders. Overseas

charges apply.

Free P&P* when you order online at Call UK: 01780 480404 Monday to Friday

www.keypublishing.com/shop Overseas: +44 1780 480404 9am-5:30pm

SU B SCRIBE RS C ALL F OR YOUR £2.00 D IS COUNT! S UB S C R IB E R S C A L L FOR YOUR £2.00 D I S CO U N T!

819 USAF YB20 direct fp.indd 2 04/12/2019 12:54

 Welcome INTRODUCTION

LEFT: Since the

delivery of this
initial example,
G-XWBA (c/n 326)
in July 2019, British
Airways has added a
further three Airbus
A350-1000s to its
global fleet. In total,
the Heathrow-based
carrier has 18 of
the widebody jets
on direct order
via the European
manufacturer. Airbus

H
ello and a very warm welcome to the February Turning attention to military matters… is electronic warfare
edition of AIR International. developing into the next big stealth capability? The Eurofighter
At last, lighter, brighter, longer days are slowly ECR – a dedicated electronic warfare platform – sees
signalling the end to a winter of discontent that has Airbus setting its sights on providing Germany with a
moved concerning aviation questions up the social, political home-grown Tornado ECR replacement in readiness for the
and economic agenda. However, even as the days begin to type’s retirement in 2025. See pages 28-33 for the full feature.
stretch, certain issues are likely to persist. In addition, the long-running US Air Force Light Attack
For instance, with 737 MAX production halted indefinitely, Experiment is making tentative progress once again, with
what does the future hold for Boeing, its global suppliers and orders placed for a small number of Beechcraft AT-6s and
the wider US economy? As AIR International goes to press, SNC/Embraer A-29s. While the USAF previously cited an
David Calhoun, the company’s new president and CEO is intent to procure hundreds of these aircraft, it’s increasingly
preparing to take over from Dennis Muilenburg. looking like a push to endorse these products for potential
According to the American aerospace giant, Calhoun’s export customers. Read more on pages 40-45.
appointment aims to provide “a renewed commitment Finally, readers from around the world have already
to full transparency, including effective and proactive been in touch with feedback on our new look which
communication with the Federal Aviation Administration, launched last month. We’ve been delighted to read positive
other global regulators and [Boeing’s] customers.” However, comments regarding the fonts and fresh page layouts, with COVER PHOTO:
with 778 aircraft currently in storage or awaiting delivery to an overall impression that readability has improved. And Artist’s impression
customers, there will be no quick fix. See page 6 for don’t forget, now more than ever you’re invited to be part of of the new
an update. the stories and debate within the magazine. Contact us at Eurofighter ECR
Even when the grounded jets are approved to fly, are airinternational@keypublishing.com and have concept. Airbus
Defence and Space.
there sufficient pilots to meet passenger demand in this your say on what you’d like to see featured.
new decade? Elsewhere in this issue, we also examine the Enjoy the issue.
role diversity has to play as part of a necessary industry-
wide response, as highlighted by this month’s High-flyer Carol Randall Associate Editor, To find a stockist near you, visit
commentators, L3Harris, on pages 96-97 of this issue. Commercial Aviation www.airinternational.com

The AIR International Team The entire contents of AIR International is © copyright, and no part of it may be reproduced in any form or stored
on any form of retrieval system without the prior permission of the publisher. All items submitted for publication are
subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key

Gordon Smith Group Editor, Commercial Aviation Ian Maxwell Advertising Manager Publishing Ltd or downloadable from www.keypublishing.com

Carol Randall Associate Editor, ian.maxwell@keypublishing.com Distribution by Seymour Distribution Ltd T. +44 (0)020 7429 4000
Printed in by Acorn Web Offset Ltd., Normanton, UK.
Commercial Aviation
Martin Needham Assistant Editor, Airliner World Brodie Baxter Head of Advertising Sales Please refer to main Subscriptions Advert within the magazine or contact:
Subscriptions & Mail Order, PO Box 300, Stamford, Lincs PE9 1NA UK
Jamie Hunter Group Editor, Military Aviation T +44 (0)1780 480404 F +44 (0)1780 757812
Thomas Newdick Editor, Air Forces Monthly Debi McGowan Ad Production Manager Email Subscriptions: subs@keypublishing.com
Email Mail Order: orders@keypublishing.com
Khalem Chapman Assistant Editor, Combat Aircraft Kay Townsin Ad Production Or order online at: www.keypublishing.com

Journal and Air Forces Monthly Janet Watkins Production Manager Readers in USA may place subscriptions by telephone toll-free 800-428-3003.
Mark Broadbent Contributing Editor Martin Steele Head of Distance Selling AIR International, ISSN 0306-5634 (USPS 4349), is published monthly by Key Publishing Ltd, PO Box 300, Stamford,
Lincolnshire, PE9 1NA, UK.
Thomas Haynes Editorial Assistant, Airliner World Ann Saundry Head Of Circulation The US annual subscription price is $72.99. Airfreight and mailing in the USA by agent named WN Shipping USA, 156-15,
Dan Jarman Art Editor Nigel Cronin Head of Finance 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA.
Periodicals postage paid at Jamaica NY 11431.
Steve Donovan Head of Design Vicky Macey Chief Digital Officer US Postmaster: Send address changes to AIR International, WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, Jamaica,
NY 11434, USA
Gaynor Hemingway-Gibbs Chief Customer Officer
Sue Blunt Production Editor Subscription records are maintained at Key Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA, UK.
Air Business Ltd is acting as our mailing agent.
David Taylor Associate Production Editor Mark Elliott Chief Content & Commercial Officer
Sally Hooton Sub-Editor • ISSN 0306-5634 •
Air international is published monthly by Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9 1XQ, UK
Sue Rylance Sub-Editor Adrian Cox Group CEO T +44 (0)1780 755131 F +44 (0)1780 757261

We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication.

www.airinternational.com 3
CONTENTS Inside this Issue
Contents
34
REGULARS
06 COMMERCIAL NEWS
Boeing halts 737 MAX production, Airbus prepares to introduce
the BelugaXL and Virgin Orbit UK receives further funding.
10 MILITARY NEWS
Spain announces PC-21 purchase, USAF looks to replace its
‘doomsday plane’ and the MH-139A is christened.
14 UAV NEWS
NATO’s first RQ-4D Global Hawk arrives, Leonardo teams up
with Skydweller Aero on solar-powered high-altitude drone and
Australia moves forward with SkyGuardian selection.
16 ROTARY FOCUS
Russian Helicopters opts to use Pratt & Whitney engine for
VRT500, Rolls-Royce to support US military V-22 engines, and
the Mi-171A2 gains full certification.
18 BUSINESS FOCUS
The first G500 is delivered to Europe, Lufthansa Technik offers
VIP A220 and the General Aviation Manufacturers Association
(GAMA) notes rise in biz jet deliveries.
4 AIR INTERNATIONAL
20 TECHNOLOGY FOCUS
Harbour Air and magniX fly first fully electric commercial aircraft,
Boeing/Disney team-up sees X-Wing fly and the US Navy
continues Advanced Arresting Gear testing.
26 NEW: RUSSIAN INTELLIGENCE REPORT
More Fulcrums and Flankers delivered to Russian allies, the
Superjet-New (SSJ-New) gets the green light and Kinzhal-armed
MiG-31Ks ‘frighten’ an Arctic target.
48 NEW: TALKING POINT – PILOT RECRUITMENT
Are pilot shortages a myth or reality? Dave Unwin explores the
statistics and predictions surrounding the potential need for
800,000 new airline pilots before 2040.
52 AT THE CONTROLS
Air International columnist Dave Unwin talks about the recent
developments in hybrid and electric aero-engines.
96 HIGH-FLYER – DIVERSITY IN AVIATION
L3Harris’s Jo Hjalmas and Colin Rydon say a diverse and
collaborative focus is needed to develop the pilots of tomorrow.
 Inside this Issue CONTENTS

FEATURES
SUBSCRIBE 28 EUROFIGHTER
AND SAVE! Jon Lake explains how an electronic warfare role
could provide an invaluable boost to the Eurofighter
A subscription to programme as production begins to wind down.
AIR International
offers great savings on 34 VIRGIN CONNECT
the cover price. Air International’s Martin Needham considers the
See pages 46 and future of Flybe as it shifts from Europe’s biggest
47 for details. regional airline to Virgin Atlantic’s short-haul sidekick
under the Virgin Connect name.

40 LIGHT ATTACK
Assistant military editor Khalem Chapman explores the
US Air Force’s decade-long push to acquire low-budget
light-attack platforms and the project’s future direction.

54 MACEDONIAN POLICE AT 50
Igor Božinovski provides an overview of the
North Macedonian Police Aviation, which has just
celebrated its 50th anniversary.

58 MQ-25A STINGRAY
Khalem Chapman investigates the industrial
teamwork behind Boeing’s MQ-25A Stingray, which
is on course to become the world’s first carrier-
based unmanned air-to-air refuelling aircraft.

64 LOUT
Airbus Defence and Space has revealed its once
highly classified Low Observable Unmanned Testbed
(LOUT). Jon Lake was there for Air International.

68 HAWK 30 HIGH ALTITUDE DRONE

Mark Broadbent looks at solar-powered high-altitude
pseudo-satellites in development, with an extra focus
on the AeroVironment Hawk 30 unmanned aircraft.

72 DE HAVILLAND DASH 8
Seven months after de Havilland Aircraft of Canada’s
acquisition of the Dash 8, Mark Broadbent explores
the company’s plans for the turboprop airliner.

80 MIL MI-28: PART TWO

Alexander Mladenov further examines the famed
Mil Mi-28 ‘Havoc’ and export versions of the Russian
54 58 attack helicopter.

86 FEBRUARY-APRIL CONFERENCES
Air International outlines some of the biggest
upcoming aerospace conferences and trade events.

90 SURPLUS MILITARY AIRCRAFT

From secondhand fighters to tankers, Jamie Hunter
and Khalem Chapman look at the rising trend in the
procurement of surplus platforms over commercial
off-the-shelf alternatives.

72 90

www.airinternational.com 5
COMMERCIAL News

Next-Generation Beluga Ready

Six BelugaXLs will be introduced to service over the next few years. S Ramadier/Airbus

AIRBUS WILL soon introduce the
new version of its Beluga transport
into service now that the aircraft has
received European Aviation Safety
Agency certification.
The BelugaXL is set to replace its
predecessor, the BelugaST, which
been in service for nearly 25 years.
The BelugaXL is 23ft (7m) longer
than the ST and its 3ft 2in-wide
(1m) fuselage cross-section is the
largest on any cargo aircraft. The
type provides the primary method
for transporting large aircraft
components between Airbus
production sites across Europe.
The first BelugaXL, F-GXLG (c/n
1824, which had the test registration
F-WBXL), flew in July 2018 and
the second, F-GXLH (c/n 1853,
formerly F-WBXS), in June 2019. They
completed more than 200 flights and
clocked up 700 flying hours during
certification testing.
The second jet, used for the bulk
of the certification work and for
most function and reliability trials,
will be the first to enter service.
The third example, F-GXLI (c/n
1930) will then be introduced, with
F-GXLG following after its flight-test
instrumentation is removed. The
fourth, fifth and sixth examples will
arrive between 2021 and 2023.
Most of the BelugaXL’s fuselage
structure and wings are from the
A330-200 Freighter, although the aft
fuselage and tailplane is from the
A330-300. Airbus lowered the A330’s
cockpit and nose sections to create
space for the distinctive cargo hold
and upwards-hinged door, which
enables roll-on/roll-off loading.
The hold is 22ft 6in (6.9m) longer
and 5ft 5in (1.7m) wider than the
first-generation aircraft, giving 92,347
cu ft (2,615m3) of cargo volume and
a 116,845lb (53,000kg) maximum
payload, up from the BelugaST’s
103,616lb (47,000kg). The BelugaXL
can carry two A350 wings, double
that of the BelugaST.
Belugas currently carry out more
than 60 flights a week. With the
Airbus company planning to increase
output as it tackles an order backlog
of more than 6,000 commercial
aircraft, the latest examples of
this highly distinctive aircraft will
provide vital links in the company’s
production chain.
All stories in Commercial News
are compiled by Mark Broadbent
unless otherwise stated.

Launching satellites into Space… from Cornwall

VIRGIN ORBIT UK is to receive
£7.35m in funding from the UK
Space Agency towards the horizontal
launch of small satellites from
Spaceport Cornwall. The company is
the UK subsidiary of Virgin Orbit, the
US-based operator that is planning
to use a Boeing 747-400 to put
satellites into space.
The grant for Virgin Orbit is part
of a larger £20 million funding
package to develop spaceport
infrastructure at Cornwall Airport
Newquay. Virgin Orbit intends to
begin flights from there in the early
2020s, subject to regulatory approvals
in the US and the UK.
The company’s system involves
the 747-400 dropping a rocket
called LauncherOne from high
altitude, which then accelerates
into low-Earth orbit to launch
its payload of satellites. The
company’s CEO Dan Hart
commented: “We’re eager to set
up a world-class launch facility at
Spaceport Cornwall [and] bring
domestic space launch to the
UK.” Cornwall Council recently
approved an investment of more
than £10 million of local authority
funding in the spaceport, despite
vocal protests from local and Virgin Orbit’s launch concept involves dropping a LauncherOne rocket from a Boeing 747-400.
environmental campaigners. Virgin Orbit

QATAR AIRWAYS CEO Akbar Al-Baker was quoted by news agency dpa as saying the Gulf KLM ROYAL Dutch Airlines has firmed an order for 21 Embraer E195-E2s and 14 purchase
airline would like to buy an equity stake in Lufthansa and set up a partnership with the German rights. The 21 firm positions will be acquired via an operating lease from Embraer’s lessor
airline. However, Lufthansa moved quickly to dampen the reports, a spokesman reportedly partners Aircastle and ICBC Aviation Leasing. Deliveries will begin in Q1 2021. The Dutch flag
saying: “We did not have Lufthansa privatised in Germany to have it nationalised in Qatar.” carrier is Europe's largest Embraer operator, fielding 17 E175s and 32 E190s.

6 AIR INTERNATIONAL
 News COMMERCIAL

LM-100J Commercial Freighter Certified

THE LOCKHEED Martin LM-100J
received its type design update
certification from the Federal Aviation
Administration (FAA) in November,
clearing the way for the latest
commercial freighter version of the
C-130 to enter service.
The LM-100J is a modernised
version of the Lockheed Martin L-100
freighter. More than 100 L-100s were
produced between 1964 and 1992 at
the then Lockheed-Georgia facility
in Marietta. Many of these aircraft
remain in service today, but in 2014
the manufacturer announced it
would update its existing FAA A1SO
type certificate for the L-382J to be
marketed as the LM-100J, a
civil-certified production variant of
the C-130J Super Hercules.
The LM-100J is designed to be
what the company calls “a civil
multi-purpose aircraft” able to
undertake rapid and efficient
transport of bulk and oversize cargo,
particularly to austere locations, and
undertake specialised missions. Just
like the military C-130J, the LM-100J
is designed to operate into short,
unprepared strips without ground
support equipment and with minimal
material handling equipment, with
rapid loading and unloading at
truck-bed height.
Compared with the L-100, the
LM-100J offers 14% more fuel
efficiency and 20% better payload
and range. The aircraft will be
capable of carrying a 50,000lb
(22,679kg) payload and transporting
outsize cargo.
The LM-100J has boltless wheels
and carbon brakes to suit
rough-field terrain and provide
a longer lifespan. The aircraft is
equipped with advanced avionics
to fly all-weather missions and at
night, with head-up displays and
four head-down displays. Avionics
include weather and ground-
mapping radar, a digital autopilot/
flight director that enables the
two-person crew to fly the aircraft
down to a decision height of 100ft
(30m) for landings with 1,200ft
(365m) visibility.

The LM-100J has received Federal Aviation Administration approval. Lockheed Martin

Airbus 220 x 100 E-Jet Enables a New Era

Airbus has now delivered 100 A220s from its orderbook of more than 500. Airbus
AIRBUS ROLLED out the 100th
A220 aircraft produced for a
customer during a ceremony
at the aircraft programme’s
headquarters in Mirabel, Canada.
The aircraft is an A220-300,
destined for Riga, Latvia-based
airBaltic. A220s are built either at
Airbus’ main Final Assembly Line
in Mirabel or the recently opened
second assembly line in Mobile,
Alabama. The first A220 was
delivered in June 2016 to A220-100
launch operator Swiss.
for Air Kiribati
AIR KIRIBATI, the flag carrier of the
Republic of Kiribati in the central
Pacific, received its first E190-E2
jet on the last day of 2019. Embraer
announced the contract with the
country’s government, in partnership
with its national airline, Air Kiribati,
in December 2018. The airline
ordered two E190-E2s and has
purchase rights for two more.
Kiribati Government Minister for
Information, Communication,
Transport and Tourism Development
Willie Tokataake commented: “Aviation
is critical for any island nation
and Kiribati is no exception. Our
government has made the conscious
decision to take into our hands the
opportunity to unlock economic
prosperity for our people and our
nation through the purchase of these
two aircraft.”
Air Kiribati is the launch operator for
the E190-E2 in the Asia-Pacific region.
The aircraft will be configured in a
dual-class layout for 92 passengers,
with 12 seats in business class and 80
seats in economy. As the first jets to
be operated by Air Kiribati, they will
provide an important step-change in
the carrier’s capability.
The airline has previously been
equipped with turboprops (its other
current aircraft are two DHC-6 Twin
Otters and a single DHC-8), so the
E190-E2’s range of 2,850 nautical
miles (5,278km) will enable it to
serve destinations throughout the
vast expanse of Kiribati. Spanning
four time zones and made up of
more than 30 atolls, Kiribati is the
only country in the world to be in all
four hemispheres. The E190-E2 will
make it possible for Air Kiribati to
offer nonstop flights from Tarawa to
Kiritimati (Christmas) Island, which
currently requires an international
stopover in Fiji.

THE AIRBUS A319neo with Pratt & Whitney PW1100G engines has received European SURINAM AIRWAYS has received its first twin-engined widebody airliner. The 2002-built
Union Aviation Safety Agency (EASA) approval, completing the certifications process Boeing 777-200ER, PZ-TCU (c/n 32336), was delivered to the carrier’s Paramaribo/Johan
for the full range of Airbus A320 family variants. The A320neo, A321neo and A319neo are Adolf Pengel base on December 21 and will be deployed soon on a four times weekly link
now each certified for both PW1100G and CFM LEAP-1A powerplants. to Amsterdam/Schiphol. Martin Needham

www.airinternational.com 7
COMMERCIAL News

Raise Your Game, Emirates Says

Emirates, which recently ordered A350s (pictured) and 787s, wants engine manufacturers to improve. Airbus

EMIRATES PRESIDENT Sir Tim
Clark has again criticised engine
manufacturers over development
issues and the performance of
new powerplants.
Speaking during the Dubai Airshow,
Clark reportedly said: “Rolls[-Royce]
have had a number of wake-up
calls and they really need to sort
themselves out. I think the alarm
clock has gone off a number
of times. If I were on the board,
I would be looking to recognise
the issues... and deal with them
immediately, meaningfully, forcefully
and drive change.”
The Rolls-Royce Trent 1000, one of
two engine options on the Boeing 787
along with the General Electric GEnx,
has been hit by technical problems,
drawing criticism from airlines.
Emirates agreed a deal with Boeing
during the Dubai Airshow for 50 787-
9 Dreamliners to be delivered from
2023, but notably the airline has yet
to announce whether Trent 1000s or
GEnxs will power these aircraft.
As part of the 787 contract, Emirates
downsized an earlier order for 150
777Xs to 126 aircraft. The 777X has
been hit by development snags with
its own GE9X engines and Clark said
he wants the type “to go through hell
on earth to make sure it all works”
before introducing it.
During Dubai, Clark said engine
makers should only offer mature
and reliable technology, reportedly
saying: “Don’t use [airlines] as guinea
pigs.” The comments followed earlier
criticism of quality control. He said in
September: “We are not in a business
to deal with aircraft that don’t
function properly.”

Air Astana: More Plans to Expand

Air Astana will use seven A321LRs on new routes to Europe and within Asia. Airbus

KAZAKHSTAN’S NATIONAL carrier Air
Astana is planning a major expansion
using its new Airbus A321LRs. The
carrier put the long-range version of
the A321neo into service late in 2019
and announced it will put the type
onto its Nur-Sultan-Heathrow route
from March 2020, replacing the Boeing
757. It will also use the aircraft to serve
a new link from the Kazakh city of
Almaty to Paris from June. Air Astana is
to receive seven A321LRs over the next
three months via the lessor Air Lease
Corporation. The jets have 16 business
class and 150 economy seats.
Air Astana is to use the combination
of the A321LR’s 4,000nm (7,400km)
range and the location of its home
country to fly routes it has been unable
to serve before. Bangkok, Hong Kong,
Kuala Lumpur and Seoul have all been
confirmed, with Shanghai, Singapore
and Prague other destinations
reportedly under consideration.

AIR FRANCE will phase out its entire fleet of ten A380s by the end of 2022 as new A350- AEROFLOT HAS started receiving aircraft from an order for 100 Sukhoi SSJ100 Superjets.
900s arrive, the airline has confirmed. The French flag carrier’s parent, Air France-KLM, has The first five were delivered to VEB , which is leasing them to the carrier. The aircraft are
ordered a further ten XWB examples to replace the super jumbos. The additional jets will being delivered to the largest Russian operator of the Superjet in a two-class layout:
also accelerate retirement of its A340s, due to be withdrawn in the first quarter of 2021. 12 seats in the business class and 75 seats in economy.

8 AIR INTERNATIONAL
 News COMMERCIAL

Heads Roll as MAX Production Stops

EMBATTLED AEROSPACE giant
Boeing has reshuffled its senior
management following the
resignation of Dennis Muilenburg
as its chief executive and board
director on December 23.
Muilenburg, who had previously
vacated his role as chairman of
the board, has been replaced by
Lawrence W Kellner, while David L
Calhoun has become the company’s
president and CEO. The move came
just a week after confirmation that
737 MAX production would be
stopped indefinitely. It is the first
time since October 1997 – when
the manufacturer was beset with
crippling parts and labour shortages
– that it has stopped building the
single-aisle type.
Boeing had continued building
the aircraft following the Federal
Aviation Administration’s (FAA)
grounding order which was issued
last March. Approximately 400
examples have since rolled off the
production line despite the build
rate slowing from 52 to 42 jets a
month in April. The manufacturer
had hoped the FAA would approve
updated software and training
materials for the aircraft by the
end of 2019, clearing the way for
operations to resume and deliveries
to restart. However, this goal looked
increasingly unlikely as time passed
and these approvals are not now
expected until at least February.
The implications of suspending
production are unlikely to be limited
to the aviation industry. CNN quoted
several economists from investment
banks, including JPMorgan and
Bank of America, saying the
shutdown could knock half a
percentage point off the United
States’ total GDP growth rate for the
first quarter of 2020.
In a statement, Boeing said
halting production would put it “in
a better position to recover and
more efficiently deliver completed
aircraft” once approved to fly again.
The grounding has already cost the
manufacturer more than US$9bn in
customer compensation and extra
costs. None of the 12,000 workers at
the Renton factory have been made
redundant, but the company said it
is reassigning some employees.
As AIR International went to press,
384 737 MAX jets were stored
worldwide, with a further 394
examples awaiting delivery.

The Boeing 737 MAX 10 was rolled out on November 22, 2019. It is unlikely to make its first flight until certification issues have been resolved. BOEING

Lilium Jet Continues Testing

START-UP DEVELOPER Lilium
continues to test its all-electric vertical
take-off and landing jet. The aircraft,
designed to carry five passengers
and complete journeys of up to
186 miles (300km) in one hour on
a single charge, has now been flown
at speeds exceeding 54kts (100km/h)
and in increasingly
complex manoeuvres. Footage
released by Lilium recently showed
the aircraft transitioning from vertical
to level flight.
The company says the Lilium Jet
will, “be capable of completing much
longer journeys than the vast
majority of its competitors, allowing
it to connect entire regions rather
than just making short trips across
a single city.”
Lilium recently completed
building work on the first dedicated
manufacturing facility, a 32,291
sq ft (3,000m2) space at the
company’s headquarters outside
Oberpfaffenhofen near Munich. A
second, much larger plant is under
construction at the same site and the
company says the two factories will
be capable of producing “hundreds of
aircraft a year”.
Powered by 36 all-electric jet
engines, the Lilium Jet’s makers
claim the aircraft generates zero
operating emissions and requires
less than 10% of its maximum engine
power during horizontal cruise thanks
to the lift from its two sets of wings.
The aircraft first flew in May 2019
and has now completed more than
100 ground and flight tests, with the
first phase of testing culminating
in a flight that saw the aircraft fly at
more than 54kts (100km/h). Safety
evaluations have also been
completed including engine and flap
failures. Testing will now move onto The Lilium Jet is undergoing testing, with its manufacturer planning for commercial services to
higher-speed work. begin in 2025. Lilium

BOEING HAS delivered the final Next Generation 737 airliner, ending a 22-year-long BRITISH AIRWAYS has begun offsetting carbon emissions on all domestic services as part
production run. The Boeing 737-800, PH-BCL (c/n 63624), was handed over to KLM Royal of its aim to achieve net zero carbon emissions by 2050. The move affects up to 75 flights a
Dutch Airlines on December 18. It was due to have been delivered during the third quarter day between the airline’s Heathrow and Gatwick hubs and Manchester, Leeds, Newcastle,
of 2019, but its original fuselage was rejected in final assembly and scrapped in July. the Isle of Man, Edinburgh, Glasgow, Aberdeen, Belfast City, Inverness and Jersey.

www.airinternational.com 9
MILITARY News

Pilatus PC-21, registration HB-HZC, in flight. Pilatus

Spain Selects PC-21 to Fulfil

Training Requirements
SPAIN HAS decided to replace its
ageing fleet of CASA C-101 Aviojet jet
trainers with the Pilatus PC-21
single-engined turboprop.
The announcement was made
in late November on the Spanish
government’s procurement website,
Plataforma de Contractación
del Sector Público (PCSP). The
€204.75m (US$225.5m) deal
includes 24 PC-21s, an integrated
training system (ITS) with two
networked flight simulators,
an ejection trainer, two cockpit
simulators and an initial logistics
package. Spain will pay for the new
training aircraft in three annual
instalments: €71.5m (US$79.39m)
in 2020, €71m (US$78.84m) in 2021
and €62.5 (US$69.4m) in 2022. The
country had initially set a budget of
€225m (US$249.85m).
The first six PC-21s – which will
be designated as E.27s in Spanish
service – are expected to be delivered
in March 2020, with the final aircraft
scheduled to be handed over before
the end of 2022. This will give
instructors ample time to get used to
the new platform, enabling student
pilots to begin training on the PC-21 in
late 2021/early 2022.
The PC-21 was selected over the
Beechcraft T-6C Texan II, Embraer
EMB-314 Super Tucano and KAI’s
KT-1 to replace the C-101, which is set
to be retired from Ejército del Aire
(EdA/Spanish Air Force) service in
2021. The contract award notification
stated that Pilatus’ bid offered Spain
“the best value for money.”
Along with the C-101, the PC-21
will replace the ENAER T-35C Pillán
elementary flying trainers, which are
known locally as E.26 Tamiz. Upon
entering service, the PC-21 will be
employed by the Academia General
del Aire (AGA), located at
Murcia-San Javier, home of Spanish
Air Force initial fixed-wing training.
The new aircraft will replace the
AGA-based T-35Cs to begin with,
before eventually replacing the
C-101EBs. The air arm has yet to
announce its intentions regarding
the remaining C-101EBs and its
fleet of Northrop F-5Bs, which are
operated in an advanced training
role. The future aircraft employed by
the EdA’s Patrulla Águila has also yet
to be addressed – Spain’s national
aerobatic team currently flies the
C-101EB and is also based at
Murcia-San Javier.

IN DECEMBER, Bell delivered its first two 412EPIs to the PT Dirgantara Indonesia (PTDI) GENERAL ATOMICS Aeronautical Systems Inc (GA-ASI) has started a series of
as part of a nine aircraft order placed in January last year by the Indonesian Army. In demonstration flights at Larissa Air Base, Greece. They will focus on GA-ASI’s MQ-9B
Indonesian service, the Bell 412EPI will serve as light attack/assault helicopters. PTDI is SeaGuardian unmanned aerial system (UAS) and the company’s Detect and Avoid (DAA)
customise and further modify the nine aircraft before handover to the Indonesian Army. platform. The flights are being hosted by the Hellenic Air Force (HAF).

10 AIR INTERNATIONAL
 News MILITARY

USAF Seeks Industry Input for

E-4B Replacement

USAF/SSgt Nicole Leidholm

THE USAF is looking to replace
the Boeing E-4B National Airborne
Operations Center (NAOC) platform,
also known as the ‘Nightwatch’ or
the ‘Doomsday plane’. Officials will
gather information from industry
leaders about potential replacements
at a day event to be held at Hanscom
Air Force Base (AFB) in February.
In particular, the USAF will seek
opinions about the suitability of using
the Survivable Airborne Operations
Center (SAOC) weapon system as
the E-4B replacement. Other similar
industry days are likely to follow.
The service currently operates
four E-4Bs – militarised Boeing
747-200s which are all nearing the
end of their viable service lives
– based at Offutt AFB, Nebraska.
Since 1974, the NOACs have
operated as a survivable airborne
strategic command and control
post, acting as a communications
centre in the event of a national
crisis, such as a nuclear war.
By 1985, each E-4As had been
upgraded to E-4B standard,
powered by four General Electric
CF6-50E2 turbofans, giving them
a total unrefuelled endurance of 12
hours. Up to 112 mission and flight
crew personnel can be employed
on each aircraft.
In the USAF’s 2020 budget request,
it was noted that the Department of
Defense (DoD) could choose one
platform to replace its E-4B and the
US Navy’s E-6B Mercury fleets. This
is part of the DoD’s plan to acquire a
fleet of SAOCs. The USAF requested
roughly US$16m for SAOC research
and development in 2020, but it is
slated to rise to nearly US$100m a
year starting in 2021.
In a December 4 pre-solicitation
notice, the USAF said the SAOC
“will be a key component of the
National Military Command System
for the President, the Secretary
of Defense and the Joint Chiefs of
Staff”. It added: “In case of national
emergency or destruction of
ground command control centres,
the SAOC aircraft will provide
a highly survivable command,
control, and communications
platform to direct US forces,
execute emergency war orders and
coordinate actions by
civil authorities.”
The air arm has outlined that the
E-4Bs will be replaced by a “new,
cost-effective” platform which will
also be a commercial derivative of
an aircraft currently in use, modified
with communications, networking
and C2 equipment.

Airbus Sees Rise in C295 Orders

AIRBUS DEFENCE and Space
announced a raft of C295 orders in
December, from Burkina Faso, the
Czech Republic and Ireland.
The Ministry of Defence of Burkina
Faso placed a firm order for a single
Airbus C295 medium-lift tactical
transport under the African nation’s
2018-2022 Military Acquisition Law
and will be operated by the Burkina
Faso Air Force (BFAF) and boost its
transport capabilities. It’s expected
that the nation will receive the
C295W variant, with its enhanced
performance through the addition
of winglets and uprated Pratt &
Whitney Canada PW127G turboprop
engines, which are better suited to
the country’s climatic conditions.
Following this, the Czech Republic
also requested an additional two
C295Ws, which will complement the
Czech Air Forces C295M fleet and
be delivered in the first half of 2021,
bring the total number of aircraft
operated by the country to six.
The Irish Department of Defence’s
pair of C295s will be configured for
maritime surveillance operations, to
replace the Irish Air Corps’
CN235-100MPA aircraft employed in
the same role by 101 Squadron. A maritime surveillance configured C295 in Irish Air Corps colours. Airbus

THE US State Department has approved the foreign military sale (FMS) of two UH-60M CZECH REPUBLIC Minister of Defence, Lubomir Metnar, has signed a letter of offer
Black Hawk helicopters to the Croatian government. The deal, worth US$115m, includes and acceptance (LOA) with US Secretary of Defense, Mark Esper, to finalise the FMS
the aircraft and related equipment, training and services. The pair will join two UH-60Ms of eight Bell UH-1Y Venom battlefield utility helicopters and four AH-1Z Viper attack
that were donated to Croatia by the US in October 2018. helicopters. The sale is worth US$650m and Bell anticipates first delivery in 2023.

www.airinternational.com 11
MILITARY News

MD Helicopters Team up with Elbit Systems

to Enhance MD 530G Block II
MD HELICOPTERS Inc (MDHI) has MDHI

announced a strategic agreement with

Elbit Systems to enhance the weapons
and mission management systems
for its MD 530G Block II light attack/
scout helicopter. The MD 530G Block
II is designed to provide close air
support (CAS) operations, employed
in missions such as forward air
control, armed reconnaissance, attack,
counterinsurgency and observation.
The agreement will see the
integration of Elbit Systems’ Helmet
Display and Tracking System (HDTS),
Mission Management System (MMS)
and Weapons Management System
(WMS), all of which make up the
Integrated Weapons System (IWS).
Elbit’s HDTS can be employed
in both day and night operations,
providing pilots with a hybrid
head-tracking capability that
enhances coordination and improves
targeting/cueing. The WMS will
give the MD 530G Block II a 400 digital gun pods and M134D-H situational awareness by noting will allow us to rapidly expand the
comprehensive number of suppressive miniguns. Elbit’s WMS will add critical aircraft positions, friendly capabilities of the MD 530G, resulting
firepower options, including guided weapons management functions to forces/locations and known threats. in a next-generation, advanced light
and unguided munitions such as the the MD 530G Block II, with weapon The MMS will integrate with the scout attack helicopter solution that
Hellfire air-to-surface missile. Per activation and HDTS operation being MD 530G Block II’s Electro-Optical/ will set a new standard in this
customer demand, the Advanced integrated into both pilots’ cyclic grip. Infrared (EO/IR) system, which will highly-competitive class.”
Precision Kill Weapon System The main addition that will be complement the detection and storing The first live-fire events with a
(APKWS) can also be integrated included in this agreement is the of intelligence, enabling crews to “production-quality test asset” are
onto the helicopter. In addition, the MMS – a digital mapping application further engage threats. expected to take place in 2020.
WMS supports M260 rocket pods, which is managed by a touch screen Lynn Tilton, CEO of MDHI, said: Military News stories by Khalem
RMP digital gun/rocket pods, HMP graphical user interface, boosting “This partnership with Elbit Systems Chapman unless otherwise stated.

French Air Force Rafale More F-16s and Fleet

F3-R Gains IOC
THE ARMÉE de l’Air (AdlA/French Air
Force) has declared initial operational
capability (IOC) with its F3-R-standard
Dassault Rafale multi-role fighter.
AdlA formally accepted its first F3-R
example in July 2019 and it officially
received its IOC on December 6. The
Loïc Marzin/AdlA
F3-R variant was contracted in 2013
and is the result of a joint venture
between Dassault Aviation, MBDA,
Safran and Thales. AdlA is now able
to employ the Rafale F3-R in airspace
protection, nuclear deterrence and
interventions missions.
Upgrade for Romania
ROMANIA’S SUPREME Council complementing the nation’s effort
for the Country’s Defence has to support NATO operations. It
approved the purchase of an will also enable the Romanian
additional five surplus Lockheed Air Force to begin phasing out
Martin F-16 Fighting Falcons from its ageing fleet of MiG-21MF-75
Portugal. The first four aircraft are ‘LanceR-C’ fighters.
expected to be delivered by the end It has also been announced that
of the year, with the final aircraft all 17 F-16s will be upgraded to
due in 2021. Romania already a new standard, dubbed M.6.X.
operates 12 F-16 at M.5.2R standard, No schedule was given for the
with the latest acquisitions proposed upgrade.
Want to comment on our military news content?
 Contact us at airinternational@keypublishing.com
marking the subject Military News

THE ROYAL Canadian Air Force has grounded ‘Canada One’, the CC-150 Polaris used AIRBUS HELICOPTERS handed over the first H145 LUH SAR to the Bundeswehr (German
extensively by Prime Minister Justin Trudeau. The aircraft, 15001 (c/n 446), suffered Armed Forces) on December 10. The aircraft, 77+07 (c/n 20274), is the first of seven
engine damage and a crushed nose after a towing accident at CFB Trenton in October. examples that will be employed in a search and rescue role, replacing the German Army’s
The modified Airbus A310-300 is expected to remain grounded until August. ageing Bell UH-1D Iroquois helicopters, which entered service in the early 1970s.

12 AIR INTERNATIONAL

South Korea Declares Raytheon to Support U-2
IOC on F-35As ASARS-2A Radar Systems
THE REPUBLIC of Korea Air
Force (ROKAF) has officially
declared initial operational
capability (IOC) with its
Lockheed Martin F-35A Lightning
II fighters, according to local
media sources.
The IOC declaration for the
F-35A was announced at a
private ceremony in Cheongju
– home of the 17th Fighter Wing
– on December 17. According to
a report by South Korea’s Yonhap
News Agency, the occasion “was
closed to the press in an
apparent effort to keep it a
low-profile event to avoid
angering Pyongyang, which
has strongly bristled at
the introduction of such
state-of-the-art weapons as a
sign of hostility.”
South Korea placed an order
for 40 F-35As – the conventional
take-off and landing variant – in
USAF Welcomes Grey Wolf to The Pack
THE USAF’s new MH-139A utility
helicopter has been officially christened
Grey Wolf, following a naming and
unveiling ceremony at Duke Field, Eglin
Air Force Base (AFB), Florida.
The ceremony on December 19
saw the first MH-139A delivered to
Air Force Global Strike Command
(AFGSC), which officially stood
up Detachment 7, which will work
directly with the Air Force Materiel
Command’s (AFMC’s) 413th Flight
Test Squadron – the only dedicated
rotary test unit in the USAF.
The MH-139A Grey Wolf will replace
the ageing Bell UH-1N Huey fleet
in USAF service, which is currently
employed to support and protect
intercontinental ballistic missile
fields located in Colorado, Montana,
Nebraska, North Dakota and
Wyoming, as well as off-base nuclear
weapon convoys. The MH-139A
will also take over the Huey’s roles
providing search and rescue, training
and disaster response operations,
along with serving as a VIP transport
THE US Department of Defense (DoD) has contracted Korean Air to support USAF Pacific
Air Forces (PACAF) A-10C Thunderbolt IIs stationed at Osan Air Base, South Korea. Korean
Airlines Aerospace Division will provide support for Warthogs assigned to the 25th Fighter
Squadron ‘Assam Draggins’. The contract is expected to end on December 31, 2029.
2014. As of December 18, 2019,
a total of 13 examples had been
delivered to the nation, with
the remainder planned to be
delivered by 2021. By declaring
IOC on the first F-35A batch,
it enables the ROKAF to deploy
the Lightning in a limited
combat capacity.
In October, South Korea’s
Defence Acquisition Program
Administration outlined the
nation’s plans to exercise an
available option to acquire 20
more F-35s from 2021 in a deal
worth 4 trillion won (US$3.35bn),
increasing the ROKAF’s fleet
size from 40 to 60. South Korea
is also considering acquiring
the F-35B short take-off and
vertical landing (STOVL) variant
of the Lightning family for
operations from Republic of
Korea Navy (ROKN) Dokdo-class
amphibious assault ships.
MH-139A Grey Wolf, registration 18-1002 (N6762H), arrives at Duke Field, Florida, for the type’s naming ceremony. USAF/Samuel King Jr.
to US security and government forces.
The Grey Wolf will operate in support
of the AFGSC, Air Force District
of Washington, Air Education and
Training Command, Air Force Materiel
Command and Pacific Air Forces.
The Grey Wolf has the unique
distinction of being the first helicopter
to be solely acquired by the USAF and
not operational with other branches of
the US military. It is also the air arm’s
News MILITARY
A USAF Lockheed U-2S Dragon Lady, registration 80-1067, operated by the 99th Reconnaissance
Squadron, lines up to depart RAF Fairford, Gloucestershire in July 2017. Khalem Chapman
THE USAF has contracted Raytheon to high-resolution intelligence,
support the Advanced Synthetic Aperture surveillance and reconnaissance (ISR)
Radar System-2A (ASARS-2A) fitted capability across large areas. The
on the Lockheed U-2S Dragon Lady sensor can detect both moving and
high-altitude reconnaissance aircraft. stationary targets using its ground
Raytheon was awarded an moving-target indicator and search
indefinite-delivery, indefinite-quantity and spot modes. The ASARS-2A’s
(IDIQ) contract in December, worth onboard processing system provides
US$217m, to support and sustain the almost real time, precise target
sensor and processor for the ASARS-2A location data. The system doesn’t rely
platform. The company will perform the on a ground station to process the
work until 2024. targeting information, which enables
The ASARS-2A system provides decision-makers to respond faster
the U-2S with a long-range, to developing situations.
first commercial off-the-shelf (COTS) air arm contracted Boeing Defense/
rotary acquisition, prior to military Leonardo to produce up to 84
modification. The MH-139A is based examples for US$2.38bn – more than
on Leonardo Helicopters’ AW139 $1.5bn under the estimated budget.
commercial helicopter and was pitched According to Boeing Defense, the
under a joint venture between Boeing MH-139A “cruises 50% faster, flies 50%
Defense and Leonardo in 2017. In farther, has a 30% larger cabin, and can
September 2018, the USAF announced lift 5,000 more pounds than the legacy
that it favoured the MH-139A over the platform.” It also features an autopilot
UH-60 Black Hawk offered by Sikorsky system to reduce pilot workload, along
and Sierra Nevada Corporation. The with modern, state-of-the-art avionics.
FORMER TUI Airways Boeing 757-200, G-BYAW (c/n 27234), arrived at Lasham Airfield,
Hampshire, on November 11. Originally delivered to Britannia Airways in 1995, the single-
aisle jet will be converted by 2Excel Aviation for use as a systems/sensor technology
testbed for the Team Tempest consortium. It is due to enter service in the early 2020s.
www.airinternational.com 13
UAV Focus
NATO’s Latest ‘Eye in the Sky’
The Northrop Grumman RQ-4D Global Hawk is the centrepiece of the NATO Airborne Ground Surveillance system. Northrop Grumman
THE NATO Alliance Ground
Surveillance (AGS) system is due to
reach initial operating capability in
the first half of this year, following
arrival in Europe of the alliance’s
first RQ-4D Global Hawk, which is
designated Phoenix in NATO service.
Stationed at Sigonella Air Base
in Italy, the NATO AGS system
will comprise five aircraft plus
European-sourced ground command
and control stations and support
equipment. The initial jet arrived at
Sigonella after a non-stop 22-hour
flight from Palmdale, California.
Based on the US Air Force Block
40 RQ-4 Global Hawk, the RQ-4D
is, NATO stated, “uniquely adapted
Vahana Moves to Next Stage
The unmanned Vahana has completed flight testing.
Airbus’ unmanned electric vertical
take-off and landing demonstrator,
Vahana, is set to move to a new stage
of its development after its initial testing
phase. The Silicon Valley-based unit
of Airbus that developed Vahana, has
confirmed the system has completed
138 flights, spending more than 13
14 AIR INTERNATIONAL
to NATO requirements to provide
a state-of-the-art intelligence,
surveillance and reconnaissance
[ISR] capability”.
With a 60,000ft (18,288m)
operational ceiling and an 8,700nm
(16,113km) range, the aircraft’s
payloads will observe what is
happening on the Earth’s surface
to provide situational awareness
for NATO before, during and after
operations. The aircraft’s endurance
has not been disclosed, but Northrop
Grumman data lists it at 32 hours.
Fifteen NATO nations contribute
financially to the AGS system and
its support: Bulgaria, the Czech
Republic, Denmark, Estonia, Germany,
Airbus
hours in the air and flying 487 nautical
miles (903km). Vahana is an unmanned
system powered by lithium-ion
batteries designed to prove electric
flight technologies. It is one of two
electric VTOL demonstrators Airbus has
revealed publicly, the other being the
manned CityAirbus.
Italy, Latvia, Lithuania, Luxembourg,
Norway, Poland, Romania, Slovakia,
Slovenia and the United States.
Companies from these member
states, including Leonardo, Airbus
and Kongsberg, are part of a
Northrop Grumman-led industry team
that developed the capability.
When the facilities there are
fully completed, Sigonella will
host around 550 AGS personnel.
The AGS also consists of
ground stations in transportable
configurations that provide data
link connectivity, data-processing,
exploitation and interfaces with
a wide range of NATO command,
control and ISR assets.
Gray Eagle ER upgrade
GENERAL ATOMICS Aeronautical
Systems Inc (GA-ASI) has announced
that it has teamed up with the US
Army to modernise the capabilities
and survivability of the MQ-1C Gray
Eagle Extended Range (ER). GA-ASI
was awarded multiple contracts in
December to upgrade the MQ-1C’s
Drone registration in Japan
THE JAPANESE government has
announced plans to introduce a
drone registry system following a
rise in incidents involving UAVs. The
decision was made by senior officials
on December 18. Under the new plan,
drone owners will be required to
The Phoenix will be equipped with
a ground surveillance radar and an
extensive suite of line-of-sight and
beyond-line-of-sight, long-range,
wideband data links.
The Global Hawk is powered by
a Rolls-Royce-North American AE
3007H turbofan engine generating
7,600lb thrust. The aircraft has a 130ft
9in (39.8m) wingspan, a length of
47ft 6in (14.5m) and a height of 15ft
3in (4.7m). With a maximum take-off
weight of 32,250lb (14,628kg) it will
carry a 3,000lb (1,360kg) payload and
cruise at 310kts (575km/h).
All stories in UAV Focus are
by Mark Broadbent unless
otherwise stated.
avionics, datalinks and software to
improve its operational capabilities
in contested environments. David R
Alexander, president of GA-ASI, said:
“The Army is investing in the Gray
Eagle system because they get a
tremendous performance increase as
a return on their investment.”
register the serial numbers of their
devices and contact information with
Japan’s Civil Aviation Bureau of the
Transport Ministry, as well as display
a registration issued to them. The
system could be launched as early
as this April.
 Focus UAV

Skydweller to Join HALE Club

THE RANKS of high-altitude long
endurance (HALE) unmanned
aircraft powered by the Sun is
to have another new member. A
solar-powered system called the
Skydweller is under development
by a US-Spanish start-up company
called Skydweller Aero.
Solar Impulse 2 (HB-SIB), which
made history in 2016 when it
became the first solar-powered
aircraft to circumnavigate Earth, will
be converted to become the
first Skydweller.
Solar Impulse 2 was manned,
but Skydweller Aero is integrating
what it calls “advanced autonomy
algorithms and vehicle management
systems”, turning it into an
unmanned aircraft.
Initial autonomous test flights are
planned for later in 2020, with the
development and deployment of the
Skydweller scheduled for next year.
Italian-based Leonardo has invested
in Skydweller Aero to advance the
company’s plans for unlimited range
and ultra-persistent endurance and
will be the prime contractor for
commercial opportunities.
Leonardo reports that the
Skydweller will offer “potentially
unlimited persistence and range
with the flexibility of an aircraft”. It
is designed for land and maritime
surveillance, infrastructure survey,
telecommunications, precision
navigation, industrial geo-information
services, environmental monitoring
and will also be capable of rapid
deployment to provide backup
communications and direct support
to first responders in areas hit by
natural disasters.
Conversion work on Solar Impulse
2 will be carried out at a facility in
the Castilla-La Mancha region of
Spain, with Leonardo participating
in development and engineering
activities with a dedicated team. The Solar Impulse 2 will be converted into an ultra-high flying drone called the Skydweller. Leonardo

Australia Selects MQ-9B for

Project Air 7003
THE GENERAL Atomics Aeronautical
Systems Inc (GA-ASI) MQ-9B
SkyGuardian is set to provide the
next-generation unmanned combat
air vehicle (UCAV) for the Australian
Defence Forces (ADF) under Project
Air 7003. Australia favoured the
MQ-9B – its first medium-altitude,
long-endurance (MALE) UCAV – over
the MQ-9A Reaper, the predecessor
to the SkyGuardian in GA-ASI’s
Predator family. GA-ASI released a
statement on December 4, following
an announcement from the Australian
Minister of Defence, Linda Reynolds.
The deal is currently valued at
AUS$1.3bn (US$880m).
Linden Blue, CEO of GA-ASI, said: GA-ASI's MQ-9B SkyGuardian arrives at RAF Fairford, Gloucestershire to take part in RIAT 2018 after an historic transatlantic flight. Khalem Chapman

“We have worked closely with the
ADF to determine the right RPAS
[Remotely Piloted Air System] to meet
their needs.”
He added that the “MQ-9B will
provide the all-weather, multi-mission
support and interoperability that the
ADF requires.
"We look forward to working closely
with our Australian industry partners
to provide a highly capable RPAS to
the ADF, while creating high-tech
jobs in Australia.”
The ADF is expecting to take its first
delivery of the MQ-9B in the early
2020s, joining the Royal Air Force and
Belgian Armed Forces in acquiring
this variant of the MQ-9 family.
GA-ASI announced its intention to
offer the MQ-9A and MQ-9B to the
ADF at the 2017 Avalon International
Airshow, Australia, following the
launch of Team Reaper Australia,
which includes a group of ten
industry partners providing a range
of innovative sensor, communication,
life-cycle support and manufacturing
capabilities. These include Cobham
(the lead partner), CAE, Raytheon,
Flight Data Systems, TAE Aerospace,
Quickstep, AirSpeed, Collins
Aerospace, Ultra and SentientVision.
The company states that the
MQ-9B is the “result of a five-year,
company-funded programme to
deliver an unmanned aircraft system
to meet the stringent airworthiness
type-certification requirements of
NATO and civil aviation authorities
throughout the world.”
The SkyGuardian is integrated with
the company's Detect and Avoid
(DAA) system, which consists of an
air-to-air radar, Automatic Dependent
Surveillance-Broadcast (ADS-B)
system and a Traffic Alert and
Collision Avoidance System (TCAS
II). The RPAS is built to perform in all
weather conditions, incorporating
lightning protection, a de-icing
system and damage tolerance.
The project will now progress into
a new phase that will develop the
official MQ-9B acquisition proposal,
scheduled for Australian government
consideration between 2021-22.
Minister of Defence Reynolds said:
“Cutting-edge technology of this kind,
with advanced sensors and systems,
would complement advanced aircraft
such as the F-35 Joint Strike Fighter and
ensure that Australian Defence Force
maintains state-of-the-art capability.”
Khalem Chapman

www.airinternational.com 15
ROTARY Focus

Russia’s VRT500 to Use P&W Engine

RUSSIAN DEVELOPER
VR-Technologies has signed an
agreement with Pratt & Whitney for
its new VRT500 light helicopter to be
powered by the PW207 engine.
The VRT500 will receive a new
variant called the PW207V “with
the capacity of up to 700shp
[520kW]”, read a statement from
VR-Technologies’ parent company,
Russian Helicopters. Different variants
of the PW207 powering more than
5,000 light helicopters, including
AgustaWestland AW109s and
Eurocopter EC135s, typically generate
550-600shp (410-447kW).
Andrey Boginsky, director general
of Russian Helicopters, commented:
“PW200 family engines have shown
excellent performance as reliable
powerplants for helicopters.
Currently they are being operated
in more than 80 countries worldwide,
which should considerably simplify
the certification of VRT500 and
render its after-sales support more
accessible and efficient.”
VR-Technologies also recently
announced that the Swedish Russian Helicopters’ VRT500, pictured at last year’s Dubai Airshow, is set to receive Pratt & Whitney engines. Russian Helicopters
company Rotorcraft Nordic has
signed an agreement for ten configuration by 2023. Mission with development of design (250km/h) and range 534 miles
VRT500s. It follows an order from equipment and interior fit-out will documentation under way. (860km). The helicopter has been
the Malaysian company Ludev be determined after the helicopter Test flights are due to start this year. designed with passenger,
Aviation for five VRT500s, announced receives European Union Aviation The VRT500 is a lightweight multi-purpose, cargo, training,
at the MAKS 2019 airshow in Safety Agency type certification, helicopter with coaxial rotors and VIP and medical evacuation
Moscow in August 2019. Russian Helicopters stated. The capacity for up to five passengers. configurations.
The helicopters for Rotorcraft manufacturer reported the technical Maximum take-off weight will be All stories by Mark Broadbent
Nordic will be delivered in a basic design of the helicopter is complete 3,637lb (1,650kg), top speed 135kts unless otherwise stated.

Offshore North Sea Work

BABCOCK OFFSHORE is now
providing helicopter crew transport
services in the North Sea using
Sikorsky S-92s and Airbus
Helicopters H175s for the UK-based
oil and gas company Serica Energy.
A three-year contract, which
started on December 1, was awarded
after a competitive tender. Babcock
is now operating return flights
from its main helicopter terminal at
Aberdeen International Airport to
Serica Energy’s Bruce complex in
the North Sea, 211 miles (340km)
northeast of Aberdeen.
Simon Meakins, Director Offshore,
said: “We have flown for Serica
Energy several times previously so
are pleased to have been selected
for this long-term contract."

Share your news and views with Mark Broadbent

at: airinternational@keypublishing.com
marking the Commercial News
Babcock Offshore S-92s at Aberdeen. Babcock Offshore

16 AIR INTERNATIONAL

Rolls-Royce secures
five-year V-22 contract
ON NOVEMBER 26, Rolls-Royce
announced a US$1.2bn MissionCare
contract to maintain AE 1107C
turboshaft engines which power
the US Air Force CV-22B and US
Marine Corps (USMC) MV-22B
Osprey tiltrotor as well as the
CMV-22B due to enter service
with the US Navy later this year.
The contract makes Rolls-Royce
responsible for all aspects of
Bell Boeing CV-22B Osprey, serial 11-0061, of the USAF’s 7th Special Operations Squadron
‘Aircommandos’, displays at the Royal International Air Tattoo (RIAT) in 2017. Khalem Chapman
Support for Cougars and Caracals
AIRBUS HELICOPTERS and
Heli-Union have signed a global
support contract for the H225M
Cougar and Caracal helicopters in
service with the Aviation Légère de
l’Armée de Terre (ALAT, French
Army Aviation) and the Armée
de l’Air (French Air Force). The
agreement was signed with the
Direction de la Maintenance
Aéronautique – the agency in
charge of improving the availability
of military aircraft in France.
Airbus described the contract
as “long term” but did not disclose
further details on timings. The
company explained the agreement
is part of a new approach initiated
by the French Minister of the Armed
Forces, Florence Parly, to increase
availability of the Caracal and
Cougar fleets by making Airbus
Helicopters responsible for the entire
scope of the aircraft’s support.
Airbus Helicopters has committed
to limiting the number of aircraft
V-22 propulsion system support
on a ‘power-by-the-hour’ basis.
Paul Craig, Rolls-Royce's
President of Defence Services,
said the company “has supported
these remarkable, revolutionary
aircraft since they entered service in
2007. Our MissionCare services model
ensures the warfighters are focused
on their missions, not their engine
availability." Khalem Chapman
Airbus Helicopters and Heli-Union have signed a long-term support agreement with the French armed forces. Airbus Helicopters
in heavy maintenance by reducing
the maintenance cycle duration
for each helicopter type by up to
20% and lowering downtime due to
logistics and technical assistance
Certifications
for Mi-171A2
India and Colombia are the latest countries to certify the Mi-171A2. Russian Helicopters
THE RUSSIAN Helicopters
Mi-171A2 has been fully certified in
India and Colombia, enabling the
company to begin exporting the
latest modification of the multirole
civilian helicopter. The Indian Civil
Aviation Department of India and the
Special Administrative Unit of Civil
Aeronautics of Colombia confirmed
the standard design of Mi-171A2
complied with their respective
civilian aviation requirements.
The first Mi-171A2 for an Indian
customer has already been
produced by the Ulan-Ude Aviation
Plant in Russia. There are now
plans to validate the Mi-171A2
activities. Airbus Helicopters
and Heli Union will also open a
maintenance centre near the
ALAT base at Pau.
The French armed forces operate
Focus ROTARY
type certificate in other countries
including China, South Korea, Brazil,
Mexico and Peru.
According to Russian Helicopters,
the Mi-171A2’s UEC VK-2500PS-03
engines give the latest Mi-171
“absolutely new capabilities for
operation in high-mountain and high-
temperature areas”. The helicopter has
an X-shaped tail rotor, a new main
rotor with all-composite blades and
an improved aerodynamic profile. The
manufacturer states that the Mi-171A2
flies 10% faster and has a 25% higher
load capacity than earlier-serial
Mi-8/17s. It is available in transport,
passenger and VIP versions.
18 H225M Caracals, as well as
26 Cougars, some of which
are currently performing troop
transport, special forces and
search and rescue missions.
www.airinternational.com 17
BUSINESS Focus
CBP Retires Citation Interceptors
The lengthened nose for the radar and under fuselage housing for the electro-optical sensor are visible on Cessna 550 Citation II N1254X. CBP
US CUSTOMS and Border Protection
(CBP) Air and Marine Operations
has retired the last of its specially
configured Cessna 550 Citation IIs.
The final flight by CBP pilots in the
type occurred on November 14,
terminating at Houston, Dallas.
At the time of going to press, the four
remaining aircraft were due to be sold
at auction by the end of 2019.
The Citation IIs were acquired from
the 1980s onwards as part of the ‘War
on Drugs’, to counter flights smuggling
narcotics directly into the United
GAMA Highlights Rise in Business Jet Deliveries
DELIVERIES OF business jets in the
first three quarters of 2019 increased
by 15.4% in comparison to the same
period last year. Figures released by
the General Aviation Manufacturers
Association (GAMA) on November 15
listed 516 business jets handed over
during the period, the highest number
since 2009, against 447 in the initial
nine months of 2018. Turboprops and
rotorcraft deliveries declined by 11.6%
and 22.2% respectively, but
piston-engined examples were up by
12.3%. Overall, 2,460 aircraft were
delivered in 2019 by GAMA members,
18 AIR INTERNATIONAL
States from neighbouring countries.
They were extensively modified to
track suspect aircraft, with a Northrop
Grumman AN/APG-66 multimode
radar and AN/AAS-36 forward-looking
infrared (FLIR) sensor that could be
slaved to the radar. Other assets could
then be called in to either meet the
suspects once they had landed or to
shoot the aircraft down. The Citations
were usually operated by a crew of
three, with a sensor operator at a
console in the cabin, plus pilot and
co-pilot in the cockpit.
804 in the third quarter. Of these,
193 were jet powered: from Airbus
Corporate Jets (one ACJ319neo);
Boeing Business Jets (a 787-9 BBJ);
Bombardier, 31 (five Learjet 75s, 17
Challenger 350s and 650s, nine
Global 5000/6000/7500s); Cirrus, 21
light SF50 Vision Jets; Embraer, 27
(one Phenom 100 and 14 300s, four
Legacy 450s and one 500, and seven
Praetor 600s); Gulfstream, 38 (nine
G280s and 29 G500/600/550/650s);
Honda, eight HondaJets; Pilatus, 11
PC-24s; and Textron, 45 Citations (five
M2s, 10 CJ3+s, seven CJ4s, six XLS+s,
During their service career, the
Citation IIs primarily operated along
the southern borders of the United
States, but are known to have flown
in other countries, including Panama,
Honduras, Colombia, Peru, Venezuela,
Mexico (carrying ‘XC-‘ registrations)
and Aruba in the southern Caribbean
Sea. They contributed to the seizure of
narcotics, weapons, currency, vehicles
and aircraft. Along with the Tethered
Aerostat Radar System and Air and
Marine Operations Center, they are
credited with all but eliminating the
two Sovereign+s and 15 Latitudes).
No third quarter figures for Dassault’s
Falcon series were available at the
time because the company only
reports deliveries in the middle and
the end of each year.
The increase is considered to be
a further sign of the recovery of the
business jet market, with the numbers
boosted by the introduction of new
types, including the ACJ319neo (the
first of which went to K5 Aviation for
outfitting) and Gulfstream G600 (four
delivered in August and September).
Deliveries of the Praetor 600 are
use of private aircraft for smuggling in
the US. Other roles included providing
surveillance during the Super Bowl
(American) football finals, presidential
inaugurations and searching for
escaped prisoners in New York in
2015. A total of 28 Citation IIs served
with the US Customs Service (USCS,
which eventually became the CBP),
24 of which were acquired direct from
Cessna. The first was registered to
the USCS in July 1980 and the final
examples joined the fleet in 1992.
Business aviation stories compiled by Dave Willis
ramping up, following an initial
example in the second quarter.
Eleven PC-24s were handed over by
Pilatus in both of the last two quarters
and five in the first, with the Swiss
company planning to accept 40 in
2019. Production of the new long-
range Global 7500, Gulfstream G500
and G600 is increasing to meet
large backlogs.
Service entry of the Global 5500,
Citation Longitude and Praetor 500
is expected to further contribute to a
high year-on-year final total, with final
figures to follow in the coming weeks.

JCAB Orders Flight
Inspection Longitude
An artist’s impression of the Cessna Citation Longitude in JCAB colours. Textron
THE JAPAN Civil Aviation Bureau
(JCAB) has ordered a Cessna 700
Citation Longitude for the flight
validation and inspection roles.
Details of the commitment, the
first for a special mission variant
of Textron’s largest produce, were
announced by the manufacturer on
November 17, with delivery expected
in 2021.
It will be equipped with a
New Nextant 400 Variant
Sky Holdings promoted the Nextant 400TK at the 2019 NBAA-BACE show in Las Vegas, Nevada. NBAA
A NEW version of the remanufactured
Nextant 400 has recently been revealed.
Sky Aviation Holdings of Pompano
Beach, Florida, is offering the Nextant
400TK (for ‘TurnKey’) under licence
from the Ohio-headquartered company.
Sky Aviation sells pre-used business jets
in the south Florida region.
Nextant has offered 400XT/XTi/XTe
rebuilds of the Beechcraft 400/Hawker
400 since it was certified in October
2011. Existing airframes are stripped
and the vast majority (some 88%) of the
systems and structures are replaced
or overhauled. Customers can select
the extent of the upgrade required, but
usually the avionics are updated with
the Collins Pro Line 21 suite and the
existing Pratt & Whitney Canada JT15D-2
engines – considered by some to be the
weak point of the aircraft – are replaced
Norwegian Special Mission UNIFIS
3000-G2 flight inspection system to
calibrate and verify the accuracy of
ground-based navigation aids. JCAB
currently operates five Cessna 525C
Citation CJ4s in the role.
The Citation Longitude was
certified by the Federal Aviation
Administration on September 21,
2019, with the initial customer
delivery on October 2.
by Williams FJ44-3AP turbofans.
The result is a zero-houred airframe
with a 50% increase in range, 32%
improvement in fuel efficiency and lower
operating costs, for a purchase price
significantly below that of an equivalent
new-build jet. The 400XT is considered
a new aircraft for valuation purposes.
The 400TK is based closely on the
400XT upgrade. Options include the
Collins Pro Line 21 suite (with aircraft
upgraded without the new avionics
known as 400TK Lite), ADS-B, and
airframe time-between-overhaul
extension. Sky Aviation displayed a
demonstrator (N135BJ, c/n RK-135)
at the National Business Aviation
Association (NBAA) Business Aviation
Convention & Exhibition (BACE) at Las
Vegas, Nevada, in late October, where
it announced the 400TK.
First European
G500 Delivered
GULFSTREAM HAS delivered a G500
to the type’s initial European operator,
marking the service entry of the
long-range business jet in the region.
The handover at the manufacturer’s
facility at Savannah, Georgia, was
announced on November 25. Although
Gulfstream has declined to identify
the customer, it is understood to
be Blackbird Air Charter of Billund,
Denmark, to which G500 N519GD (c/n
72019) was registered as OY-WLD. In
keeping with the company’s name, the
aircraft is painted in an all-over black
scheme. The G500 arrived in Denmark
for the first time on October 28, flying
from John F Kennedy International
Airport in New York to Billund, having
departed Savannah two days earlier.
SkyRetreat VIP A220
The unique observation deck of the SkyRetreat interior concept for the Airbus A220.
Lufthansa Technik
LUFTHANSA TECHNIK of Hamburg is
offering a business jet interior concept
for the Airbus A220 airliner, known as
SkyRetreat. It is aimed at the younger
generation of the ultra-wealthy,
characterised as seeking roomier,
open areas and the latest technical
features in modern large aircraft. It is
inspired by the feel of a yacht deck
or luxury beach club, with images
of the concept depicting flooring
reminiscent of wooden decking. A
striking feature is an observation deck
behind the cockpit, created by moving
the cockpit bulkhead aft, from where
private passengers can recline on a
sofa while watching the pilots as well
as the view forward.
Lufthansa Technik chose to promote
the concept at the Dubai Air Show
in November, as several new, large
VIP aircraft sales are expected in the
Middle East region during the next few
years. The entire cabin configuration
was originally unveiled at the Monaco
Yacht Show in late September,
although it had been announced at
EBACE at Geneva in May.
Focus BUSINESS
The G500 was approved by the
European Aviation Safety Agency on
October 11. The business jet has now
entered service with customers in
North America, Brazil and the Middle
East, in addition to Europe. Some 30
had been delivered by late November,
just over a year since the first in
September 2018. Initial examples of the
longer range G600 were accepted by
customers from August and four were
in service by October. Production of
both models is due to increase in 2020
to meet demand.
Blackbird’s website lists a fleet
comprising a 2014 Dassault Falcon
2000S, 2019 Pilatus PC-12NG and
PC-24, 2007 Cessna Citation CJ2+
and a 2016 Leonardo AW139.
While the concept is unlikely to
be adopted in total – customers
for large VIP aircraft tend to have
their own ideas when it comes to
outfitting – it is significant because of
the choice of the baseline platform.
Airbus Corporate Jets, responsible
for the ACJ-series of business
aircraft derived from the European
manufacturer’s airliners, does not
currently market an ‘ACJ220’ variant
of the A220. The fact that the German
business aircraft completions
specialist, also a maintenance, repair
and overhaul organisation, based
SkyRetreat on the A220 may indicate
growing interest in the airliner as a
VIP transport.
The A220 was developed by
Bombardier as the C Series, but
control of the programme was
transferred to Airbus in 2018 when
the Canadian company began to
divest itself of its airliner portfolio.
Bombardier proposed a corporate
variant of the C Series in October
2009 and confirmed it two years later,
but secured no commitments.
www.airinternational.com 19
TECHNOLOGY
All aboard the Gerald R Ford
An F/A-18F Super Hornet lands on the USS Gerald R Ford during testing in 2018. US Navy/MC3 Ryan Carter
A NEW phase of aircraft compatibility
testing has begun on the US Navy’s
Advanced Arresting Gear (AAG).
It will continue launch and recovery
flight envelope testing for aircraft that
will eventually operate from the new
Gerald R Ford-class supercarriers.
This is expected to include the
E-2C/E-2D variants of the Hawkeye
airborne early warning aircraft,
EA-18G Growler electronic attack
platform and T-45C Goshawk. By
December, navy Super Hornets had
already flown hundreds of sorties
from the flight deck of the USS
Gerald R Ford (CVN 78), which is
Pratt & Whitney to open new Composites facility
A NEW research and
development facility dedicated
to ceramic matrix composites
(CMCs) is set to be opened by
Pratt & Whitney in Carlsbad,
California. Design, development
and production of CMCs for
aerospace application will
be undertaken at the site.
20 AIR INTERNATIONAL
Focus
itself in trials. Naval Air Systems
Command (NAVAIR) is conducting
the AAG tests at the Runway Arrested
Landing Site (RALS), Naval Air
Weapons Station Lakehurst, New
Jersey, in preparation for sea trials.
RALS is the world’s only facility
capable of accommodating both high-
speed ground roll-in/fly-in aircraft
arrestments.
It simulates the installation of
shipboard-representative arresting
gear and flight deck recovery
equipment used for carrier suitability/
aircraft capability testing, engineering
investigations and development.
CMCs comprise of a ceramic
matrix reinforced by a heat-resistant
fibre with low density, high hardness
and superior thermal and chemical
resistance – properties that improve
thermal efficiency in gas turbine
engines. Consequently, CMCs are
suitable materials for internal engine
components and exhaust systems.
The AAG system is a modular,
integrated system consisting of
energy absorbers, power conditioning
equipment and digital controls
(including health monitoring
assessment/prognostics technology)
such that the amount of force used to
arrest an aircraft is tailored to the type.
It seeks to minimise airframe fatigue
across service life through excessive
force reduction.
It will ultimately replace the variants
of the Mk 7 hydraulic arrester system
equipped on the US Navy’s Nimitz-
class supercarriers. NAVAIR suggests
that the AAG will increase sortie
According to the CompositesWorld
website, CMCs can be produced
through several fabrication
processes: chemical vapour,
liquid phase or polymer infiltration,
hot press sintering techniques and
pyrolysis (thermal decomposition). In
addition, reinforcements can come
in many forms: continuous or short
rates by up to 30%, lower energy
consumption, be more reliable
and require less manpower and
maintenance than the Mk 7. However,
AAG system redesigns due to
reliability issues caused delays which
pushed back testing aboard the USS
Gerald R Ford by four years.
It will be joined by the
Electromagnetic Aircraft Launch
System (EMALS), a replacement for
the traditional steam catapult, on the
new carriers.
All stories in Technology
Focus are by Mark Ayton unless
otherwise stated.
fibres, whiskers, particles or
a combination of them all.
Pratt & Whitney views CMCs
as an enabling technology that
will enhance its next-generation
commercial/military engines
by yielding increased range,
superior fuel efficiency and
reduced emissions.

First Entirely Electric
Commercial Aircraft Takes Off
DHC-2 Beaver, registration C-FJDS, during the historic first all-electric flight. magniX
CANADA’S LARGEST seaplane
operator, Harbour Air, has made
history by becoming the world’s
first airline to fly a fully electric
commercial aircraft. The operator
performed the historic flight on
December 10 over Fraser River,
Richmond, British Colombia,
under the control of Harbour
Air CEO, Greg McDougall.
In March 2019, the company
BAE Systems' Urban
Air Mobility Jaunt
A MEMORANDUM of understanding
(MoU) has been signed between
BAE Systems and Jaunt Air Mobility
that will see the two companies
work together to explore the
development of electric energy
management systems for urban
air mobility vehicles.
Both companies will investigate
product development for future
aircraft electrification, examining
power management needs and
gaining further knowledge of
the extension of urban traffic
across airspace.
Ehtisham Siddiqui, vice president
and general manager of Controls and
Avionics Solutions at BAE Systems,
said: “The collaboration with Jaunt
announced that it would replace
its current fleet of aircraft with
zero-emission, all-electric aircraft
over the course of the next decade.
To achieve this, Harbour Air teamed
up with magniX, a Seattle-based
electric aviation company. The
airline provided a six-passenger
de Havilland Canada DHC-2 Beaver,
which was modified with a 750hp
(560Kw) magni500 propulsion system
Air Mobility leverages the strengths
of two industry-leading companies
to develop technology for a
new ecosystem… This strategic
collaboration builds on our two
decades of heritage as we develop
and certify controls and energy
management systems for the
future of flight.”
BAE Systems has more than 20
years of experience in the
development and integration of
electric propulsion systems in
aerospace, land and maritime
platforms. Jaunt Air Mobility is a world
leader in the design and development
of advanced air vehicles, including
its Reduced Rotor Operating Speed
Aircraft (ROSA). Khalem Chapman
Focus
and unveiled at the Paris Airshow
in June 2019. It is a
high-power-density electric
propulsion system which provides
clean, efficient power to aircraft.
Roei Ganzarski, CEO of magniX,
said that “with the first flight of an
all-electric powered commercial
aircraft, we launched the electric
era of aviation… Now we are proving
that low-cost, environmentally
New Flying Classroom
For Cranfield University
THE CRANFIELD University’s
National Flying Laboratory Centre
(NFLC) has acquired a Saab 340B
turboprop, SE-LRF
(c/n 340B-456), to replace its
ageing British Aerospace Jetstream
31 as a flying classroom.
The university announced
the acquisition on December 9,
after spending a year fundraising
a replacement for Jetstream 31,
G-NFLA (c/n 637), which has
operated from Cranfield’s Global
Research Airport in Bedfordshire
since January 2003.
Over the years, the Garrett
TPE331-powered, 1984-built
turboprop has provided flight
TECHNOLOGY
friendly, commercial electric air
travel can be a reality in the very
near future.”
Harbour Air and magniX are
preparing to begin the certification
and approval process for the
propulsion system and the
retrofitting of aircraft. The airline
will now look to modify the rest of
its fleet with the magniX technology.
Khalem Chapman
test experience to aerospace
engineering students from more
than 20 universities.
Although further funding is needed
to complete required modifications
to upgrade it to a flying classroom,
SE-LRF can accommodate more
students per flight and will provide
new research opportunities,
along with the potential of further
collaboration with universities.
Currently stored in Sweden, the
former Mesaba Airlines commuter -
which flew on behalf of Northwest Air
Link and Delta Connection
from 1998 to 2014 - is expected
to be delivered to Cranfield mid
way through this year. Khalem Chapman
www.airinternational.com 21
TECHNOLOGY Focus

Thuraya Aero’s live demonstration

THURAYA, A mobile satellite
services subsidiary of the
United Arab Emirates (UAE)
Al Yah Satellite Communications
Company, has successfully
conducted a live demonstration
of its Aero mobility platform.
The technology demonstration
replicated a real-time intelligence,
surveillance and reconnaissance
(ISR) mission over satellite
communications (SATCOM)
to key UAE government customers.
Called Thuraya Aero, it showed
reliability and effectiveness
when employed in border/maritime
patrol, environmental protection
and disaster relief missions.
Using a Diamond DA62 MPP
aircraft, Thuraya’s L-band satellite
network enabled real-time
transmission of high-definition
(HD) aerial video and positional
data of live ISR imagery, flight
tracking and duplex data to
a mobile HD portable ground
station. It was developed by
Austrian-based SCOTTY, a
developer of beyond-line-of-sight
(BLOS) SATCOM systems.
The company believes the
Aero service is suitable for
low-to-medium level BLOS
missions and can facilitate steady The L-band satellite antenna radome fitted to the Diamond DA62 MPP aircraft in the recent
demonstration. Thuraya
internet access, voice calls, text
messaging, video conferences, has a built-in video compression government, energy,
tracking and real-time, high-speed capability, handling HD speeds broadcast media, military,
data applications. of up to 384kbps on a single channel. maritime and private
It can also collect and transmit The service is available in more humanitarian clients.
sensor data. The Thuraya Aero system than 160 countries and already serves Mark Ayton

GSTAR for Lightning

Lockheed Martin

LOCKHEED MARTIN has received
an engineering and
manufacturing development
contract for the integration
ofa modernised GPS Spatial
Temporal Anti-Jam Receiver
(GSTAR) system for the
F-35 Lightning II.
The company details GSTAR as
a fully digital system that provides
robust electronic protection
against adversarial jammers
and spoofing systems in highly
contested environments. It does
so by utilising critical GPS
capabilities that can quickly adapt
to meet platform requirements.
The GSTAR system includes
a dynamic range radio frequency
front-end, digital beam-former
and receiver with a high-end
beam-steering capability already
tested and proven against
a variety of threat scenarios.
When integrated on the F-35,
the modernised GSTAR system
will replace the current antenna
electronics unit to provide
an anti-jam solution at a
significant weight and cost
reduction to the aircraft.
Mark Ayton

22 AIR INTERNATIONAL
 Focus TECHNOLOGY

Contractors compete to develop F-16 EW suite

USAF F-16C (Block 30F) Fighting Falcon, 87-0261, operated by 176th Fighter Squadron (FS) ‘Badger Air Militia’ as part of an expeditionary force from Kandahar Airfield, Afghanistan, in August 2019.
USAF/SSgt Kiefer Bowes

NORTHROP GRUMMAN and L3Harris
Technologies have been selected to
demonstrate a prototype electronic
warfare (EW) solution for integration
on the US Air Force’s (USAF) F-16
Fighting Falcon fleet.
The two companies were selected
by the air arm on November 14, under
the System of Systems Consortium
(SOSSEC)’s Air Force Open System
Acquisition Other Transaction
Agreement to each deliver a prototype
for an internally mounted EW suite
and digital radar warning receiver.
Northrop Grumman and L3Harris
Technologies will now develop
and test a prototype as part of
the Alpha Phase of the USAF’s
F-16 Electronic Warfare Suite
Program Prototype Project.
The aim of the prototype project
is to provide more spherical radar
warning, threat identification and
countermeasure capabilities to
F-16 aircrews, protecting them
against current and emerging
electromagnetic spectrum threats.
Both companies currently provide
EW capabilities for other military
aircraft – Northrop Grumman
produces the EA-18G Growler’s
EW suite, while L3Harris
Technologies’ Advanced Airborne
Integrated Defensive Electronic
Warfare Suite (AIDEWS) pod is
employed by the Turkish Air
Force’s F-16C fleet.
The two defence contractors
offer a platform which builds
on advanced EW system
architecture used in previous EW
models, while laying the groundwork
for greater self-protection capabilities.
Khalem Chapman

USAF begins ROSE testing

THE USAF Research Laboratory
(AFRL) has started initial testing
of the Responsive Open Source
Engine (ROSE) at Wright-Patterson
Air Force Base, Ohio.
Testing began in early November
and follows a new,
ultra-responsive approach to
turbine engine development.
The AFRL is joined by an array
of organisations on the programme,
including the Aerospace Systems
Directorate (ASD), which is currently
developing scramjet engines,
alternative fuels, unmanned vehicles,
hypersonic platforms, collision
avoidance and aircraft energy
optimisation. The ASD is leading
the ROSE programme, which is
the first turbine engine to be
designed, assembled and tested
exclusively in-house. Within 13
months, the ASD has progressed
ROSE from a concept to initial testing.
In its announcement, the AFRL
said that, through the ROSE effort,
it hopes to lower the engine cost to
roughly one-fourth of the cheaper
current alternative, an almost
unheard-of price for such technology.
This will enable a new class of air
vehicles that can capitalise on the
less expensive engine.
The ROSE project team is now
using the data recorded during
the initial tests to validate new
design tools which will lead to
the development of a smaller
and lighter iteration of the engine.
Mark Ayton An engineer makes final adjustments to the ROSE on a test stand. USAF/David Dixon

www.airinternational.com 23
TECHNOLOGY FOCUS
TECHNOLOGY Focus

The force is strong with NASA Approves X-59

Boeing-Disney Tie-Up
IMPERIAL FORCES are trembling
at Walt Disney World’s Star Wars:
Galaxy’s Edge attraction in
Orlando, Florida, after the resort
teamed up with Boeing to bring
the film franchise's iconic X-Wing
starfighter to life in a world first.
A pair of the iconic ships took
flight on December 5, to celebrate
the opening of the theme park’s
new ‘Rise of the Resistance’ ride.
Alison Sheridan, senior manager
of communications at Boeing,
said: “We can confirm that those
were Boeing aircraft that flew last
night at the ‘Rise of the Resistance’
dedication, and we were excited
to be part of their event, but that’s
all we’re sharing right now.”
Despite the little information,
industry professionals suggest the
X-Wings are modified Cargo Air
Vehicle (CAV) unmanned aerial
final assembly
systems (UAS), which is also
a product of Boeing. The UAS
is fully electric and powered by
six Vertical Electric dual
propellers (the X-Wings were
reportedly powered by eight).
The platform is 17ft 6in (5.33m)
long, by 20ft (6.1m) wide, sitting
at 5ft (1.52m) tall.
Boeing states its Cargo Air
Vehicle - which made its first
outdoor flight on May 2,
2019 - has a payload capacity
of up to 500lbs (227kg).
The reportedly modified CAVs
are unrecognisable under the
X-Wing’s famed four-winged
airframe. This would mark the
first time that a movie spaceship
has been brought to life in this
way and the potential for more
following suit no longer seems
so far, far away. Khalem Chapman

The assembly of the X-59 progresses in Palmdale, California. Lockheed Martin

FOLLOWING A major review by
senior managers, NASA has cleared
its X-59 Quiet SuperSonic Technology
(QueSST) test aircraft for final
assembly and system integration.
QueSST will be NASA’s first
large-scale manned X-plane
in more than three decades.
The review – dubbed Key Decision
Point-D (KDP-D) – marks the final
programmatic hurdle for the X-59
QueSST before NASA officials convene
again later this year to approve the
aircraft’s first flight, which is currently
slated to take place in 2021.
The X-59 is a development of the
Low Boom Flight Demonstrator
programme and follows a design
shaped to reduce the loudness of an
aircraft crossing the sound barrier,
replacing the sonic boom with a
gentle thump at most. During testing,
the platform will be flown over select
communities in the US, generating
data from onboard sensors and
people on the ground to help
regulators establish new rules
enabling overland commercial
supersonic air travel.
The aircraft is being constructed by
Lockheed Martin under a US$247.5m
contract at the company’s Skunk
Works facility in Palmdale, California.
The aircraft will be integrated with the
eXternal Visibility System, a
forward-facing camera and display
system that allows pilots to safely fly
without a window. Khalem Chapman

Lockheed Martin

Bringing films to life - an X-Wing starfighter soars over the Star Wars: Galaxy’s Edge attraction.
Gerardo Mora/Getty Images

Do you have a view about the latest developments in aviation?

 Contact us at: airinternational@keypublishing.com

marking the subject: Technology

24 AIR INTERNATIONAL
 MILITARY SPECIALS ESSEN T IA L R E AD I NG F R O M KE Y P U B L I S H I NG

AIRFORCES OF AVIATIONPHOTOGRAPHER USNAVY&MARINECORPS AIRFORCES OF

THE WORLD 3 The most eminent photographers AIRPOWERYEARBOOK THE WORLD 2
The latest instalment puts the take you inside their thought process The 2019 edition of the US Navy From carrier-based fast jets to fixed-
spotlight on South America, which behind some of the most breath- wing patrol aircraft and helicopters,
taking aviation images ever produced. and Marine Corps Air Power
comprises 12 sovereign states. Yearbook. the region’s maritime air components
are reviewed in detail.

£7.99 inc FREE P&P* £6.99 inc FREE P&P* £6.99 inc FREE P&P* £5.99 inc FREE P&P*

MIG - RED STAR FIGHTERS RAF ANNUAL REVIEW 2019 F-35LIGHTNINGII RAF SALUTE TORNADO
Since its foundation in the late This 132-page special magazine This 100-page special from the A tribute with breath-taking
1930s, more than 55,000 aircraft provides behind the scenes insight team behind Combat Aircraft imagery, first-hand accounts and
of over 400 sub-types have been into the aircraft, equipment, magazine details the F-35’s other anecdotes, gathered from
produced by the MiG Design people and operations of one of journey to date. special interviews and rarely seen
Bureau. the world’s premier air forces, in its squadron archives.
centenary year.

£6.99 inc FREE P&P* £6.99 inc FREE P&P* £5.99 inc FREE P&P* £6.99 inc FREE P&P*

AVIATION SPECIALS
ESSENTIAL reading from the teams behind your FAVOURITE magazines
FREE Aviation Specials App

HOW TO ORDER Simply download to purchase digital versions

of your favourite aviation specials in one
VISIT PHONE handy place! Once you have the app, you
will be able to download new, out of
www.keypublishing.com/shop UK: 01780 480404 print or archive specials for less
ROW: (+44)1780 480404 than the cover price!
*Prices correct at time of going to press. Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply. Postage charges vary depending on total order value.
839/19

839 Military Specials fp.indd 99 02/12/2019 14:12

RUSSIAN INTELLIGENCE REPORT

Kinzhal Firing
Frightens the Arctic
UNCONFIRMED REPORTS from the TASS
A MiG-31K ‘Foxhound’
news agency claim that a MiG-31K Foxhound carrying the Kinzhal missile.
employed the new Kinzhal strike system Piotr Butowski
against a ground target in the Arctic.
A pair of the fighters, operating from Vysokiy
air base near Olenyegorsk, reportedly struck a
target, located some 800 miles (1,300km) away
at the Pemboy training ground near Vorkuta.
According to the announcement on November
30, it was witnessed by troops on military
exercises in the middle of that month.
The 9A-7760 Kinzhal (Dagger) merges
the MiG-31K with the ‘izdeliye 292’ ballistic
missile, an airborne version of surface-to-
surface 9M723 Iskander, which is carried on
the centreline pylon. The Kinzhal was revealed
by Russia’s President Vladimir Putin in his
annual state-of-the-nation speech on March 1,
2018. He said the system can deliver “nuclear
and conventional warheads in a range of over
2,000km”. The first test squadron of MiG-31K
aircraft is currently at the 929th flight test
centre at Akhtubinsk and 11 aircraft have been
identified as being involved in the project.
Vysokiy air base hosts the 40th Composite
Aviation Regiment, equipped with Tu-22M3
Backfire bombers. There are around 40
bombers at the base, but most are not in
service and only a single squadron is thought
to be active. The regiment is identified as
‘composite’ because it also operates An-
12 transport aircraft and Mi-8 and Mi-26
helicopters, serving the Arctic bases.
All stories in Russian Intelligence Report
are compiled by Piotr Butowski, unless
otherwise stated.

Mongolia and Kyrgyzstan Donate Aircraft

RUSSIA HAS donated a pair of MiG-29UB
The first Su-30SM to arrive in
Fulcrums to Mongolia. A handover ceremony
Belarus, has been handed over.
Belarus MoD
on November 26 took place at Genghis
Khan airport near Ulaanbaatar on the 95th
anniversary of the founding of the Mongolian
People’s Republic.
The next day at Kant base near Bishkek,
a similar ceremony was held as Russia
transferred military equipment to another ally,
Kyrgyzstan. This involved two Mi-8MT transport
helicopters as well as several P-18 ground radar
stations. Seven months earlier, in April 2019,
Kyrgyzstan had already received a pair of Mi-
8MT helicopters from Russia.
These recent transfers all involve refurbished
equipment that had been withdrawn from the
inventory of the Russian Aerospace Forces and
donated free of charge.

26 AIR INTERNATIONAL

More Su-30SMs Delivered for Russian Allies
Two MiG-29UBs were donated
to Mongolia and delivered
on November 26, 2019.
Russian Embassy in Mongolia
TWO Su-30SM fighters (Bort 01 and 02)
landed at Baranovichy air base in Belarus
on November 13, 2019. These were the first
two aircraft of this type in the Belarussian
Air Force; two more fighters arrived at
Baranovichy on November 20.
In May 2017, Belarus ordered 12 Su-30SM
fighters; a further four will be delivered this
year and the final four in 2021. According to
the contract, the deliveries were to begin
One More Superjet — the SSJ-New is Revealed
THE RUSSIAN Ministry of Industry and
Trade has given the green light to the
Sukhoi Superjet-New (SSJ-New) regional
airliner. The first prototype for static test is
to be built by next year and the flight tests
are to start between 2022 and 2023, with
series production of the Superjet-New set to
commence by 2024.
A number of Superjet initiatives have
been actioned in recent years, including
the extended 130-seat SSJ-130 and
shortened 75-seat SSJ-75, both of which
have been abandoned.
The SSJ-New will retain the previous
capacity of 98 seats, but the goal is
RUSSIAN INTELLIGENCE REPORT
in 2018, but were delayed due to lack of
foreign components, supplies of which
have become subject to Western embargo.
Armenia was also expected to receive its
first Su-30SM fighters by early this year,
as announced by the country’s minister of
defence David Tonoyan last November. A
year earlier, Armenia ordered four fighters
and it intends to grow towards operating a
squadron of Su-30SMs.
to increase the inclusion of Russian
components to 50-60% versus the current
30%. The reliability and handling are to be
improved and the safety and comfort of
passengers enhanced.
The most demanding element will be the
development of an entirely Russian engine
for the Superjet. The current powerplant
comprises two Franco-Russian SaM146
turbofans. In the new Saturn PD-8 engine
the current French core (‘hot’ section) will
be replaced with the core of the izdeliye 77
engine made by the Rybinsk-based Saturn
company, which currently manufactures
the ‘cold’ section of the SaM146. The ‘new’
Other customers for the Su-30SM
are Kazakhstan and Uzbekistan. The
former has ordered 24 aircraft in several
contracts since 2014; the latest order
for four fighters was placed at the
beginning of November 2019. Deliveries
of the Su-30SMs to the 604th air base
in Taldykorgan started in April 2015.
Uzbekistan has also ordered an unknown
number of Su-30SMs.
The Superjet-New
is planned to enter
flight-testing in 2022.
Piotr Butowski
engine was designed some 30 years
ago, but although it has been used for
industrial turbines, the aircraft variant has
not progressed until now. The Saturn PD-8
engine is also planned for the Be-200
amphibian, currently powered by Ukrainian
D436 engines.
In the past, the Perm-based Aviadvigatel
company intended to produce an entirely
Russian PD-7 engine for the Superjet using
the core of the PD-14 new-generation engine
for the MC-21 airliner. Later, these plans were
abandoned because the PD-14’s core was
judged to be too large for the aircraft and
would require extensive modification.
www.airinternational.com 27
MILITARY Eurofighter ECR

A
BELOW: An artist’s fter losing out to the
impression of the fifth-generation Lockheed
new Eurofighter Martin F-35 in Denmark
ECR concept, and Belgium along with
complete with
withdrawing from Canada’s fighter
jamming pods.
Airbus Defence and Space
competition, the Eurofighter
Typhoon’s future looked grim. With
production for the original four
partner nations (Germany, Italy, Spain
and the UK) ending, it looked unlikely
that the aircraft would continue in
production following the completion
of relatively small orders from Middle
Eastern nations that have been
barred from purchasing F-35s. With
a German arms embargo imposed on
Saudi Arabia, even the prospect of a
48-aircraft top-up buy for the Royal
Saudi Air Force seemed to
be receding.
Few expected Germany to buck
the trend, especially as the Luftwaffe
commander Generalleutnant
(Lieutenant General) Karl Müllner
seemed to strongly endorse the F-35.
He reportedly said that only a stealthy,
fifth-generation fighter capable of
attacking targets from long range could
meet the full spectrum of Luftwaffe
requirements for the future. Müllner
earned himself early retirement and a
ministerial rebuke when he allegedly
described the F-35 as representing the
benchmark for the selection process
for the Luftwaffe’s Tornado replacement
(required by 2030) and he said that it
was the favourite of the air force.
While some of the Luftwaffe top
brass undoubtedly favoured the F-35,
others within the service placed
greater emphasis on electronic warfare
(EW) and electronic attack (EA),
while stressing the vital importance
of autonomous national mission data.
While the F-35A’s low observability
(LO, or stealth) allows it to operate in a
contested air environment today — in
a way conventional aircraft cannot
— this advantage is likely to erode
rapidly in the coming years. Anti-stealth
technology is advancing and some
believe that a platform that relies on
radio-frequency (RF) stealth may be
less adaptable and versatile in the face
of a rapidly developing threat.
Although the F-35 currently provides
its pilot with a degree of information
superiority that is unavailable to a pilot
flying today’s Eurofighter, the F-35’s
current advantages in situational

Eurofighter
on the
Electronic
Attack
Germany could provide an invaluable boost to the Eurofighter
programme as production to meet existing orders starts to
wind down. A major upgrade may be of pivotal importance in
driving forward the long-awaited E-Scan radar project for a
newly developed Electronic Combat Role variant that
might gain new orders, as Jon Lake explains.
28 AIR INTERNATIONAL

awareness are not inherent only to LO
platforms. There’s no reason that an
advanced Eurofighter couldn’t be just as
‘connected’ and able to fuse data from
onboard and off-board sources.
Others saw a combination of fourth
and fifth-generation assets as being a
preferable force mix. Such a combination
is already being fielded by the US Air
Force, the Royal Air Force and other
nations such as Australia and Italy. The
Luftwaffe is always likely to operate as
part of NATO — a coalition that is already
groaning with F-35s. Some believe that
adding more F-35s is unnecessary and
that the Luftwaffe could more usefully
provide other capabilities to any coalition.
These could perhaps include specialised
long-range air-to-air or EW suppression
of enemy air defence (SEAD) roles.
Air Combat Emphasis
The modern Luftwaffe has always
placed particular emphasis on the
air-to-air role, its pilots displaying a
combination of skill, an aggressive spirit
and great enthusiasm – not least for
close-in visual combat. The F-35 offers
a formidable beyond visual range (BVR)
capability – its stealthiness making it
hard to detect, while its sensors give its
pilot unmatched situational awareness.
At the same time, the F-35’s high
angle-of-attack (‘alpha’) capabilities
and thrust make it a difficult opponent
in the early phases of a turning fight.
But many believe the Typhoon is a
better fit for the Luftwaffe’s air defence
requirement, with a bigger missile
load, offering greater persistence and
with better kinematic performance and
Eurofighter ECR MILITARY
giving its weapons significantly longer
reach in the BVR fight. This makes
the Eurofighter more useful in some
scenarios with capabilities that are
complementary to the F-35.
In a within visual range (WVR)
fight the Eurofighter enjoys an
advantage too, according to the
Luftwaffe. In a recent exercise,
four USAF F-35As deployed for a
series of 1-v-1 engagements against
German Eurofighters. Each pair
flew four ‘set-ups’ and although the
Luftwaffe pilots were impressed by
the F-35A’s low speed and high ‘alpha’
performance – and by its ability to fly
some ‘funky manoeuvres’ including
an eye-watering ‘opening move’ – all
of the engagements ended up with a
victory for the Eurofighter or were
www.airinternational.com 29
MILITARY Eurofighter ECR
inconclusive/neutral. One of the
Luftwaffe pilots described watching the
F-35As “fall out of the sky like pianos”
when they ran out of energy. “They
flew loads of funky manoeuvres, but I
gunned them anyway,” he added.
In the air-to-air role, the Eurofighter
clearly enjoys the confidence of its
pilots, and planned improvements,
including higher thrust engines and an
Aerodynamic Modification Kit (AMK)
promise to further enhance the aircraft’s
agility. AMK adds additional fuselage
strakes and wing root extensions, which
are claimed to increase maximum lift
by some 25%, this confers a tighter
turn radius, an increased turn rate and
improved nose pointing at low speeds.
Some 36 sorties have been flown using
Eurofighter test aircraft IPA7. Project
pilot Raffaele Beltrame said: “We saw
angle-of-attack values around 45%
greater than on the standard aircraft and
roll rates up to 100% higher, all leading
to increased agility.”
Others believe that an advanced
Eurofighter variant will provide even
more useful and complementary
elements to the Future Combat Air
System (FCAS) now under development
with France and Spain. Eurofighter
CEO Volker Paltzo called an advanced
Eurofighter “a stepping stone to a
European FCAS programme”. By
contrast, procurement of the F-35 would
30 AIR INTERNATIONAL
ABOVE: A Luftwaffe have threatened the continuation of the
Tornado IDS taxies entire FCAS project and in particular
past a Eurofighter. would have put development of the
Procurement
central FCAS element, the NGF (Next
of additional
Eurofighters could Generation Fighter), in jeopardy.
include a new ECR Dirk Hoke, CEO of Airbus Defence
variant. Jamie Hunter and Space said that any decision to buy
the F-35 would have killed off this new
Franco-German European fighter: “As
soon as Germany becomes an F-35
nation, all co-operation with France on
combat jet issues will die.”
Opponents of the F-35 won
the day, and in January 2019 the
Bundesministerium der Verteidigung
(Germany Ministry of Defence) officially
ruled out the F-35 in the race to replace
the Luftwaffe’s Tornado fleet, leaving the
Eurofighter and the Boeing F/A-18E/F
Super Hornet and EA-18G Growler as
the alternatives under consideration.
German Eurofighter Plan
The German government’s favoured
option to replace the Tornado is
understood to be to buy 85 additional
Eurofighters. Ursula von der Leyen,
Germany’s former defence minister,
said she has a “clear preference” for
the Eurofighter, while in December
2018 Deputy Defence Minister Ralf
Brauksiepe stated that Berlin saw the
Eurofighter as the “primary” option, and
described the F-15, F/A-18 and F-35 as
“secondary choices”.
Eurofighter CEO, Volker Paltzo said:
“If Europe wants a strong defence
and a strong industry to deliver it,
then Eurofighter is the best choice.” Its
selection would certainly be the best
solution for Germany’s industrial base,
but it would also provide commonality
advantages, while it is embarking on a
major effort to upgrade and recapitalise
its existing Eurofighter fleet.
Selecting Eurofighter to replace
Tornado would give the Luftwaffe a
233-strong single-type force until the
new FCAS enters service, providing a
sensible approach to support costs as
well as significant savings in training
and infrastructure. This fleet (including
123 new-build aircraft) would keep the
aircraft in production and available to
further export customers and would also
provide a stimulus to the development
of new capabilities for the Eurofighter.
Germany originally purchased
143 Eurofighters, comprising 33 of
Tranche 1, 79 from Tranche 2, and 31
Tranche 3 aircraft. The German jets
were initially used to replace the F-4F
Phantom II in the air defence role,
but the Luftwaffe’s fourth Eurofighter
wing, Jagdbombergeschwader 31 (now
Taktisches Luftwaffengeschwader 31),
was always intended to assume an
air-to-ground role. The unit converted
to the Eurofighter in 2010 and received
the Rafael LITENING III laser designator
 Eurofighter ECR MILITARY

pod (LDP) together with the 1,000lb

(454kg) Raytheon GBU-48 (Enhanced
Paveway II) as an initial air-to-ground
weapon from December 2017. The
Trojan Improved Penetrator (TIP) will
soon be added to the GBU-48, giving
increased penetration and reduced
collateral damage. The new LDP and
weapon were integrated under Project
ODIN (Operational Developments
Intime for NATO), and the Luftwaffe’s
three remaining Eurofighter wings are
now gaining an air-to-ground capability.
Germany may also add the Boeing
GBU-54 Laser JDAM (Joint Direct
Attack Munition) in the future, as well as
some of the weapons being integrated
under the UK’s Project Centurion,
perhaps including Storm Shadow and
Brimstone missiles.
The Luftwaffe is now planning an
ambitious retrofit programme for its
110 Tranche 2/3 aircraft, as well as ABOVE: MBDA’s third quarter of 2022 in Spain. The Eurofighters. Instead, under Project
for 19 Spanish Tranche 3 aircraft. This SPEAR-EW would manufacturer has suggested that the Quadriga these aircraft will be
upgrade will include the integration of form a key Mk1 E-Scan radar programme will replaced by between 33 and 38 new
element of the
a new Active Electronically Scanned provide Germany and Spain with full production aircraft (seven two-seaters
Eurofighter ECR
Array (AESA) radar – the so-called offering. MBDA national radar sovereignty and will and 26 single-seaters, with options
Mk1 version of the Euroradar Captor-E. pave the way for the incorporation of for five extra single-seaters for a test
This is similar to the Radar One Plus BELOW: new capabilities now being mapped or development unit). The Quadriga
(Mk0) radar being fitted to Typhoons for Boeing has out in the Eurofighter LTE (Long Term aircraft will include the Mk1 radar
Kuwait and Qatar orders, but with a new included EA-18G Evolution) initiative, as well as new from the Tranche 2/3 upgrade and a
multi-channel receiver. Growlers in its technologies being developed for FCAS. contract award is expected in early
proposal for
Airbus expected a contract award 2020 for a production rate of 8-10
the Luftwaffe
by the end of 2019 or in early 2020, Tornado Tranche 1 Replacement aircraft per year.
with deliveries from the second quarter replacement. There are no plans to upgrade the The Quadriga Eurofighter standard
of 2022 in Germany and from the Jamie Hunter Luftwaffe’s 32 surviving Tranche 1 forms the basis of Airbus’ offering to

“If Europe wants a strong defence and a strong

industry to deliver it, Eurofighter is the best choice.”
Eurofighter CEO Volker Paltzo

www.airinternational.com 31
MILITARY Eurofighter ECR

meet the new Swiss fighter requirement. nuclear or ‘strike’) capabilities and 40 ABOVE: was reportedly demonstrated to Belgian
The Airbus proposal is for up to 40 aircraft with an escort jammer capability. The Eurofighter Air Force chief Maj Gen Vansina in the
Eurofighters to replace Switzerland’s About 85 of the 210 Tornado ECR concept simulator as part of that sales effort. By
includes a new
existing fleet of F/A-18C/D Hornets IDS (Interdictor Strike) and 35 missionised
contrast, no such integration has started
and F-5E/F Tiger IIs. Airbus says it will ECR (Electronic Combat and cockpit for the on the Super Hornet.
ensure full autonomy in mission data Reconnaissance) aircraft originally rear seat. Airbus The US has been working since 2015
and technology access for Switzerland delivered to the Luftwaffe remain in Defence and Space to ensure that the improved B61-12
and that it will institute a number of service with two wings. Taktisches variant is compatible with existing NATO
projects to satisfy Swiss requirements Luftwaffengeschwader 33 (TaktLwG 33) nuclear strike platforms, including the
for local industrial participation. Type at Büchel operates the Tornado IDS that Tornado. Many feel that the US will
selection by the country’s Federal is able to employ US-owned B61-3 and ultimately facilitate integration of US
Council is awaited at the end of 2020 B61-4 nuclear gravity bombs. nuclear weapons on to the Eurofighter if
or in early 2021. If selected, the Swiss The Tornado replacement is expected the alternative is that Germany drops the
Typhoons would be identical to the to retain this nuclear capability, in role altogether. Importantly, there were
German aircraft, effectively allowing order to allow Germany to continue to suggestions that a fourth-generation
the two neighbours to pursue a joint meet its NATO nuclear commitment. aircraft such as a Eurofighter would not
procurement, which Airbus says will Integration of the B61 would require a be able to penetrate future enemy air
provide significant economic benefits lengthy process (six to eight years) at an defences — thereby rendering it unable
for Switzerland. estimated cost of €700m, together with to carry out the mission. However, a
a mandatory 12-18 month US study of number of NATO air arms successfully
Tornado Replacement certification issues. Some have claimed train for this kind of mission already
In addition to these plans, Germany that this process would be far simpler for using SNOWCAT (Support of Nuclear
could procure up to 85 additional the Super Hornet than the Eurofighter, Operations With Conventional
Eurofighters to replace its Tornado fleet. but Airbus and Eurofighter have Air Tactics), leveraging the support
Because the Tornados fulfil two distinct dismissed these claims, pointing out that of electronic warfare aircraft to
and different roles, the replacement feasibility work on the integration of the operate in any high-threat and
requirement is also divided in two parts: B61 on the Eurofighter is already under contested environment.
45 aircraft with strategic (meaning way, while the aircraft’s nuclear capability
Electronic Attack
Luftwaffe’s Nuclear Weapons The second Luftwaffe Tornado wing is
The weapons are held at Büchel as part of NATO’s nuclear sharing policy, part of a wider arsenal that TaktLwG 51 ‘Immelmann’ at Jagel, in
is held at six air bases in Belgium, Germany, Italy, the Netherlands and Turkey, providing NATO with its Schleswig-Holstein, which operates
sub-strategic or tactical nuclear capability. The bombs are held under a dual-key arrangement. They a mix of IDS and ECR aircraft in the
are guarded by USAF personnel and the Permissive Action Link codes necessary to arm them remain tactical reconnaissance, SEAD and
under US control, but they would be carried by the host nation’s aircraft in time of war, excepting the naval air warfare roles. The requirement
weapons held in Turkey, which would be carried by US aircraft. Belgium and the Netherlands assign for an electronic attack (EA) capability
F-16s to the nuclear role, while Italy and Germany use the Tornado. was absent from the original request
A nuclear bomb cannot simply be attached to any weapons pylon – the aircraft have to be equipped for information in the spring of 2018,
with special pylons in order to carry nuclear weapons with specific wiring and controls. There are according to Wolfgang Gammel,
strict certification rules and a very high degree of integrity is needed for the wiring, which often Airbus Defence and Space’s head of
means that nuclear-capable pylons have to be permanently fitted. combat aircraft business development,
though the requirement was clear, if

32 AIR INTERNATIONAL

An initial Eurofighter ECR capability
is due to be available by 2026 using
a podded solution, while the full
capability is due to be implemented
by the end of the 2020s.
unstated. About 20 of the remaining
German Tornados are ECRs. These are
specialised SEAD aircraft that carry the
AGM-88 High-speed Anti-Radiation
Missile (HARM) to attack surface-to-air
missile (SAM) guidance radars.
The need to operate in contested
airspace has led to a growing emphasis
on the SEAD role. One of the key aims
in NATO’s Joint Air Power Competency
Centre’s 2016 ‘Warsaw Summit Urgent
Priorities’ report, was the development
and deployment of “more effective
SEAD munitions”. There has been a
growing recognition that collaborative
electronic warfare capabilities will
significantly increase the survivability of
coalition forces during future combined
air operations in contested airspace.
Reprogrammable EW systems and
advanced SEAD systems and weapons
might even offer a more effective
solution against emerging threats
and an ever-more-complex contested
environment than dedicated LO aircraft.
Appreciating this underlying
requirement, Boeing promoted a mixed
purchase of F/A-18E/F Super Hornets
and EA-18G Growlers to replace the
Tornado, aiming to provide a similar
strike/attack and SEAD mix.
Recognising that any Luftwaffe
Tornado replacement will be expected
to have a robust SEAD capability,
Airbus will offer a Eurofighter ECR
(Electronic Combat Role) variant,
capable of EA and SEAD. The new
variant will be capable of passively
locating emitters and of actively
jamming threats using a modular
integrated EW suite and a variety of
modular configurations, as well as
attacking enemy radars using a variety
of weapons.
The Eurofighter ECR concept will
almost certainly be based on a two-seat
airframe with a dedicated missionised
rear cockpit, including an all-new
multi-function panoramic touchscreen
display. Artist’s impressions and models
of the Eurofighter ECR have depicted
large jammer pods on Stations 5 and 6
(the underwing stations usually used
for carrying auxiliary fuel tanks). The
displaced fuel tanks were shown on
the centreline and on Stations 7 and 8
(the inboard underwing pylons) – these
hardpoints are not currently ‘plumbed’
for the carriage of fuel tanks.
The Eurofighter ECR will also
feature an AESA radar, possibly
the so-called Radar 2 (Mk2) that is
under development to meet British
requirements. It features an integrated
EW/EA capability and Germany is
supporting its development stream.
Eurofighter ECR MILITARY
ABOVE: The Weapons options include Northrop's
current Luftwaffe AGM-88E Advanced Anti-Radiation
air-to-ground load Guided Missile (AARGM) and MBDA’s
of four GBU-48
bombs, two IRIS-T
new SPEAR-EW. The weapon
infrared air-to-air will operate as part of a swarm of
missiles and the networked weapons and attritable/
laser designator expendable stand-in jammers that will
pod under the together saturate and neutralise even
belly. All Luftwaffe the most sophisticated air defences.
wings now include
SPEAR-EW incorporates a cutting-edge
Production System
Configuration 12 miniaturised EW payload from Leonardo
jets suitable for (an advanced, miniaturised Digital
air-to-surface Radio Frequency Memory (DRFM)
weapons jammer).
deployment. An initial Eurofighter ECR capability
Dr Stefan Petersen
is due to be available by 2026 using a
podded solution, while the full capability
is due to be implemented by the end of
the 2020s.
BELOW: A proposed It’s possible, though perhaps unlikely,
electronic attack
configuration for
that Germany could still split the
the Eurofighter acquisition between the Eurofighter
ECR. Airbus Defence and the Super Hornet or Growler. While
and Space the Growler has a combat-proven
capability, Airbus believes that the
Eurofighter ECR will be able to exploit
a more rapid and agile mission data
and data analysis cycle, with a genuine
sovereign mission data capability, and
that this will give it a decisive ‘edge’.
Spain already seems to likely to
order additional examples to replace its
Hornets, and the new ECR model could
spark renewed partner nation interest to
support industrial opportunities. Alberto
Gutierrez, a former Eurofighter GmbH
CEO and currently head of military
aircraft for Airbus Defence and Space,
noted that: “We have some healthy
prospects in our home countries and
are in a strong position for the coming
export opportunities.” AI
www.airinternational.com 33
COMMERCIAL Virgin Connect

A
BELOW: year has passed since Flybe detailed its wish to fly to an additional issues surrounding competition at
Flybe is Europe’s was acquired by Connect 84 UK and international destinations a complex flirting with full capacity.
largest regional Airways, a Virgin Atlantic- from Heathrow, should a third runway Demand for take-off and landing
airline, operating led consortium including be built. It also seeks to connect a rights at the West London gateway is
189 routes Stobart Group and New York-based dozen regional airports from the west such that Oman Air reportedly paid
connecting 71 investment advisory firm Cyrus London hub, including Newquay, $75m for Kenya Airways’ sole slot
airports in
12 countries.
Capital Partners. Bar an October Inverness, Newcastle and Liverpool, in 2016, leaving the African carrier
All images Martin announcement that the Exeter-based while further afield, links to more than to lease a replacement from KLM.
Needham unless stated. carrier will be rebranded as Virgin 30 European cities are also proposed. A year earlier, SAS Scandinavian
Connect, little has been confirmed The press release was the opening Airlines is understood to have sold
FAR RIGHT: following the purchase. However, salvo in a new offensive aimed at one of its pairs to American Airlines
Virgin Atlantic’s what we do know is that Flybe will challenging the hegemony of British for approximately $60m.
last foray into shift from a standalone network, Airways (BA) owner International While increasing its destinations
the UK domestic albeit one with a wealth of codeshare Consolidated Airlines Group (IAG) five-fold is certainly a bold statement of
market, with Little
Red in 2013, was a
agreements, to bolstering Virgin at the UK’s largest airport. Virgin intent, the carrier’s hopes and dreams
shortlived effort Atlantic hubs at London Heathrow, Atlantic was quick to point out that hang on Heathrow’s third runway
created in reaction Manchester and possibly beyond. IAG’s subsidiaries hold around getting the go-ahead, as well as the
to British Airways In a September 2019 statement 25 times as many slots as the airline getting its own way when new
merger with bmi. calling for slot reform, Virgin Atlantic next largest carrier, compounding slots are dished out.

Only Connect?

34 AIR INTERNATIONAL
 Virgin Connect COMMERCIAL

?
Martin Needham considers the future of
Flybe as it begins a shift from
Europe’s biggest regional airline to Virgin
Atlantic’s short-haul sidekick.

www.airinternational.com 35
COMMERCIAL Virgin Connect
Shaking Things Up
Shai Weiss, Virgin Atlantic's CEO,
believes a third runway at Heathrow
“is a once-in-a-lifetime opportunity
to change the status quo and create
a second flag carrier,” adding that
competition with BA would “lower fares
and give real choice to passengers, as
well giving Britain a real opportunity
to boost its trade and investment links
around the world.”
Recent industrial action – which has
taken the shine off the BA's centenary
year – has only strengthened Virgin’s
call for action. Weiss commented in
2019: “Never has the need for effective
competition and choice at Heathrow
Airport been more evident than during
this summer of disruption, which has
brought misery for tens of thousands of
travellers. Britain, and those who travel
to it, deserve better than this.”
"While financially unstable and at risk of collapse prior to the
January 2019 deal, Flybe has strong foundations on which Virgin
can build the domestic and European network it desires..."
36 AIR INTERNATIONAL
ABOVE: Given the company’s bold vision for a
The Bombardier future Heathrow, the Flybe transaction
Q400 is the was not only the first major airline
backbone of
acquisition in Virgin Atlantic’s 35-year
Flybe’s fleet.
Some 54 history, but a logical step for the carrier.
examples are in While financially unstable and at risk
operation with of collapse prior to the January 2019
the Exeter-based deal, Flybe has strong foundations on
carrier. which Virgin can build the domestic
and European network it desires. The
groundwork is already largely in place
thanks to the deal – Flybe is Europe’s
largest regional airline, offering 189
routes from 71 airports in 12 countries –
BELOW: Little but the Gatwick-based airline can’t hit
Red offered links the ground running just yet.
from Heathrow Comparisons to Virgin’s last attempt
to Aberdeen,
to make a name for itself in the UK
Edinburgh and
Manchester using
domestic market – the ill-fated Little
four Airbus A320s Red – are inevitable. The 2013 start-
leased from up, which connected Heathrow with
Aer Lingus. Manchester, Edinburgh and Aberdeen,
was created in reaction to the purchase
of bmi by British Airways. The deal
resulted in Virgin losing an important
source of connecting traffic and
handed BA a monopoly on connections
between Heathrow, Manchester
and Scotland.
Virgin scrambled to put up a fight
against its old rival – wet-leasing Airbus
A320s from Aer Lingus and offering
domestic connections from March 31,
2013 – less than a year after BA had
been given regulatory approval to
swallow up bmi.
After little more than 18 months and
with reported load factors as light as
37.6%, Virgin acknowledged it had
failed to loosen BA’s iron grip on the UK
short-haul market and pulled the plug.
Manchester was dropped in March 2015,
with the Scottish services soldiering on
until that September.

Speaking at the time of the decision
to cease operations, Sir Richard
Branson, Virgin’s president and
controlling shareholder, commented:
“We were offered a meagre package of
slots [by the competition authorities]
with a number of constraints on how
to use them. The odds were stacked
against us and sadly we just could not
attract enough corporate business on
these [short-haul] routes.”
ABOVE: Just nine
Embraer E175s and
three E195s remain
from the airline’s
original fleet of 25
Brazilian-built jets.
BELOW: An artist’s
impression of Embraer
aircraft following a
rebranding of the
regional carrier.
Rolando Ugolini/Airlinerart
Virgin Connect COMMERCIAL
Take Two
This time, Virgin is on the front foot,
and the acquisition and rebranding of
Flybe is a far more measured approach.
Saving Flybe from the administrators
has also negated the need to start
from scratch. Aircraft, slots, a route
network and more are already in place,
with a careful rebranding underway.
Also proving an additional advantage
is the wider Virgin Group’s loss of the
BELOW: To take full advantage of the
acquisition, Virgin Atlantic will likely
adjust Flybe’s arrival and departure times
to complement long-haul offerings from
Manchester and London/Heathrow.
East and West Coast Mainline rail
franchises – any bid made by Virgin
Connect to challenge the dominance of
IAG and British Airways will mean the
carrier won’t be competing with one
of its sister companies. While no real
indication of the new airline’s pricing
structure has yet been given, should
it want to really shake things up and
start a price war with IAG, it won’t be
harming any rail-based interests.
www.airinternational.com 37
COMMERCIAL Virgin Connect
Return to the Regions
Having sidestepped an uphill struggle
to gain a foothold in the UK market,
there are other challenges to face.
Flybe’s extensive schedule will need
streamlining in line with a revised
strategy tailored to Virgin’s vision of a
return to the regions – abandoned by
an increasingly London-centric British
Airways when it sold its BA Connect
subsidiary to Flybe in 2007 – along with
building a greater presence in Europe.
Also requiring attention is Flybe’s
wealth of codeshare agreements,
which include tie-ups with IAG’s Aer
Lingus, oneworld members Finnair
and Cathay Pacific, and Star Alliance’s
Singapore Airlines. It is possible that
many of these will be severed as the
Exeter airline begins its transformation
from regional powerhouse to part of the
38 AIR INTERNATIONAL
ABOVE: Stobart wider Virgin brand. However, links with
Group is part of the Alitalia and Air France, both members
Connect Airways of the SkyTeam alliance with which the
consortium Crawley-based airline is closely aligned
alongside Virgin
Atlantic and Cyrus
through Delta Air Lines’ 49% share in
Capital Partners. the company, are likely to remain, if not
strengthened.
BELOW: A top priority for Virgin and Delta will
This image – which be joined-up thinking at Heathrow and
accompanied an Manchester, from where most of the
October press
release – is the
former’s long-haul flying takes place.
only preview of the At both airports, the two airlines share
forthcoming Virgin a terminal – T3 at Heathrow and T2
Connect livery at Manchester – while Flybe centres
so far. its operations elsewhere. All three
carriers will be keen to consolidate
BOTTOM:
their operations under a single roof in
An artist’s
impression of the order to strengthen their offerings and
Bombardier leverage reduced transfer times.
Q400 example. This is perhaps of greatest
Rolando Ugolini/Airlinerart importance at Manchester, where
connecting passengers face a walk of
around 15 minutes between Terminals 2
and 3, used by Flybe and Virgin Atlantic
respectively. Recent moves point to the
creation of a Northwest hub, a logical
step given the stronghold both airlines
have there.
The September 2019 collapse of
Thomas Cook points to less competition
on routes and has prompted Virgin to
increase frequencies on its services
to Orlando, Barbados and Las Vegas.
Adding to this, joint venture partner
Delta is to take on Virgin’s existing
Boston route, increasing the link
from thrice-weekly to daily in May.
Manchester could more than prove itself
a viable alternative should all not go to
plan in West London. While the capital’s
two largest gateways are struggling to
keep up with demand, the Northwest
hub is widely considered to be the
largest airport in the UK with significant
spare runway capacity.
Gatwick Encore?
A return to Gatwick for the former Flybe
is also cause for consideration, with
domestic destinations comparatively
underserved and the added incentive of
feeder traffic bolstering loads on existing
long-haul connections to the Caribbean
and USA from the West Sussex facility.
This is a more remote prospect, given
Gatwick’s current capacity conundrums,
however interest from WestJet wanting
to tap into additional UK traffic could
make it more lucrative.
In 2014, Flybe sold its slots to easyJet
and walked away from the hub, blaming
an 102% increase in airport charges
and the government’s policy on Air
Passenger Duty. Speaking at the time,
Flybe chairman and chief executive Jim
French commented: “No business can
swallow such a massive increase in
such a short period of time… We have
to accept the ugly reality that Gatwick
simply doesn’t want smaller, regional
aircraft at their airport.”
With significant restructuring needed
to mould Flybe into Virgin Connect,

codeshares, routes and potentially even
bases could be shaved. No confirmation
has yet been given of the future of the
Exeter airline’s extensive domestic
network, beyond the grand vision
outlined in September. The Devon site is
likely to remain a focus for the carrier for
the time being, if only given the existing
maintenance, repair and overhaul
(MRO) facilities and offices located
there. In contrast, rotations from Cardiff,
Birmingham, Newquay, Guernsey and
the Isle of Man could be reduced.
Whatever the case, overcapacity is an
inevitability. Flybe operates 73 aircraft,
making it the UK’s fourth largest airline
by fleet size. Streamlining had begun
prior to the Connect Airways buyout,
with four of the airline’s E190s having
been withdrawn since last December,
leaving just three examples in use.
Two of the smaller E170s were also
phased out in November 2019, while
five ATR 72-600s previously operated
on behalf of SAS Scandinavian Airlines
have been leased out to Loganair. The
backbone of the fleet remains the De
Havilland Canada DHC 8-400, and
while the current 54 examples may be
a far larger number than is required in
future, Flybe’s continued use of the type
since April 2002 is testament to its value
on services within the UK and thinner
European links.
Future Fleet
Unsurprising given the airline’s close
association with Delta Air Lines –
thought to have had an influence in
last June’s order for 14 Airbus A330-
900s – Virgin was rumoured to have
been in discussions with the European
aerospace giant for up to 20 A220s
during the second half of 2019. Should
it want to realise its plans to connect
Heathrow with up to 30 destinations
across Europe, then a larger aircraft type
is needed to meet potential demand
on routes including Madrid, Barcelona,
Paris-CDG, Geneva, Amsterdam,
"A top priority for Virgin and Delta will be joined-up thinking
at Heathrow and Manchester, from where most of the
former’s long-haul flying takes place..."
Virgin Connect COMMERCIAL
ABOVE: Little Stockholm and Rome/Fiumicino.
Red lasted a just While many mergers simply involve
2.5 years before one carrier absorbing the other,
being wound up.
Connect Airways’ acquisition of Flybe
is an entirely different animal and
requires much more than repainting a
fleet. Unlike Little Red, Virgin is on the
front foot and has a real opportunity to
leverage Flybe’s existing route portfolio
to strengthen its position within the
UK market and make an impact in
mainland Europe.
Hurdles to overcome include
trimming down the number of services
offered, renegotiating or ending
BELOW: Virgin codeshare agreements and adjusting
Connect has yet schedules to integrate with long-haul
to announce an
order to replace
offerings, and it is for this reason that
maturing Q400s the lids have stayed on tins of scarlet
and Embraer paint for as long as they have. Branson
E-Jets, however has never had a better opportunity
industry to take the fight to his neighbours at
speculation has Terminal 5. Armed with a UK domestic
linked the
carrier with
network IAG can only dream of, he’ll
Airbus A220s. want to make this one count. AI
www.airinternational.com 39
MILITARY Light Attack
I
BELOW: ssuing a final request for proposal
Unlike the AT-6B, (RFP) follows more than a decade
the A-29 is already of delays, programme changes
in service. This is and criticism in the USAF’s quest
an example from
the Afghan Air
for a new light attack aircraft. Last
Force, which has year, in an October 24 statement,
had approximately Secretary of the Air Force Barbara
28 Super Tucanos Barrett outlined the service’s aim
operating in a to procure a total of six Embraer
COIN/counter- Defense/Sierra Nevada Corporation
terrorism role
since 2016. USAF/
(SNC) A-29 Super Tucanos and
SSgt Larry E Reid Jr Textron Aviation AT-6B Wolverines.
The order consists of three of
each aircraft respectively and
will support the National Defense
Strategy’s focus on “building allies
and partner capacity, capability
and interoperability via training and
experimentation.” The two platforms
are to be operated by two different
commands to provide this.
US Changes Course
on Light Attack?
40 AIR INTERNATIONAL
The three A-29s were officially
contracted in late 2019 and will be
assigned to USAF Special Operations
Command (AFSOC), based at Hurlburt
Field, Florida. Here, the aircraft will be
part of an instructor pilot programme for
the air arm’s Combat Aviation Advisory
mission – meeting increased requests
from allied nations for light attack
capability assistance. The three AT-6Bs
will be officially ordered in early 2020 for
use by Air Combat Command (ACC),
operating from Nellis AFB, Nevada, in
continued testing and development of
frontline tactics and techniques which
will be exported to international partners
to improve interoperability.
It marks a significant change from
previously stated plans. At the end
of 2018, the USAF said it wanted to
acquire 359 aircraft, operating across
eight frontline squadrons and three
Flying Training Units (FTUs) through
“rapid acquisition authorities granted
by Section 804 of the FY16 National
Defense Authorization Act”, as detailed
in the Director, Operational Test and
Evaluation (DOT&E) FY18 Light Attack
Aircraft (LAA) annual report. The
document explains the service’s intent
to use these platforms alongside partner
nations in tactical and instructional
training – the role assigned to the six
ordered aircraft. More than a year on, the
USAF has yet to place a sizeable order
for A-29/AT-6Bs despite the urgency
held by the air arm in the DOT&E report.
Why Light Attack?
Light attack has been widely discussed
within the USAF, Congress and by
industry pundits since July 2009 – when

the air arm publicly acknowledged a
need for a new fixed-wing, affordable
platform dedicated to an air-to-ground
strike role and capable of performing
close air support (CAS), reconnaissance
and counterinsurgency (COIN)
missions. The air arm outlined its desire
for a type that was strategically suited
to the low-intensity conflicts the US
military was involved with in Iraq and
Afghanistan. At the time, the service had
grown concerned about the cost and
overuse of advanced fourth-generation
fighters in this role such as the F-15E
Strike Eagle and bombers like the B-1B
Lancer – something that was proving
expensive, both monetarily and in
operational availability. In short, the
service concluded that having new,
affordable aircraft specifically dedicated
to a CAS/COIN role would free up the
In the autumn, the US Air Force (USAF) officially
issued its final request for proposal (RFP) for six
close air support/ground attack aircraft.
Khalem Chapman explores the USAF’s decade-
long push to acquire low-budget light attack
platforms and the project’s future.
more advanced aircraft for other tasks,
thus increasing the mission availability
rate of those platforms, along with
lowering costs per operational flying
hour and preserving airframe service
life for more appropriate missions.
Significantly, the USAF also made no
secret of its desire to retire the A-10, a
move that would have less impact if a
fleet of new light attack aircraft was to
be procured.
Amid concerns regarding
over-worked fleets of high-end assets,
there was increasing interest in light
attack types from many top officials in
the air arm, including former Secretary
of the Air Force Dr Heather Wilson, who
repeated publicly several times that the
use of F-22A Raptors to destroy drug
laboratories in Afghanistan was a waste
of valued resources. Her opinion was
Light Attack MILITARY
noted in a Congressional Research
Service (CRS) document, published in
August of that year, which added
“per-hour operating costs for light
attack aircraft are typically about 2-4%
those of advanced fighters”.
In July 2009, the USAF Aeronautical
Systems Center started the Light
Attack/Armed Reconnaissance (LAAR)
programme – following a capability
request for information (CRFI) to industry,
seeking a cost-effective strategy in
acquiring light attack platforms. At the
time, the air arm outlined plans to acquire
100 aircraft, with deliveries earmarked
to begin in 2012, followed by an initial
operational capability (IOC) scheduled
for 2013. The CRFI added that the chosen
aircraft would be integrated into the
service’s command structure, be USAF
certified and flown by existing ACC pilots.
www.airinternational.com 41
MILITARY Light Attack
It would also be maintained by the air arm
and in operations would employ existing,
proven tactics and techniques. During
the LAAR programme, the USAF began
exploring the potential of increasing foreign
military sales (FMS) for light attack aircraft
under military assistance programmes
– as seen in the FY2010 Foreign Military
Financing plan for Lebanon. This included
$40 million in CAS equipment spending.
In 2015, an FMS was agreed by the US
government for the sale of six Embraer
Defense/SNC A-29B Super Tucanos,
which are now operational with the
Lebanese Air Force’s 7 Squadron – as
written of in ‘Lebanese Light Attack’ by Dirk
Jan de Ridder and Menso van Westrhenen,
featured in the December 2019 issue of our
sister publication Combat Aircraft.
42 AIR INTERNATIONAL
ABOVE: An AT-6B LAAR did not last though – in 2010, effort after Lt Gen James Holmes, the
Wolverine in flight, the initial acquisition figure of 100 then Air Force Deputy Chief of Staff for
seen equipped aircraft dropped by 85%, with just 15 Strategic Plans and Requirements told
with the Advanced
examples being sought. The original the CRS of the USAF’s plans to restart
Precision Weapon
Kill System planned delivery and IOC dates started the project. It was to take the form of
(APWKS), 0.50 to slip until a new deadline was put two smaller programmes, the first being
calibre (12.7mm) forward and the air arm became unsure OA-X, which would examine existing
gun pods and about the main role of the new light commercial off-the-shelf (COTS) types
GBU-12 Paveway attack platform – whether it would and the second, AX-2, intended to
II laser-guided
operate on frontline combat missions, develop a replacement for the A-10C
bombs.
Textron Aviation Defense
or would focus on providing adversary Thunderbolt II.
pilot training and be used alongside
those operated by partner nations. The OA-X Experiment
BELOW: An A-29
As the programme faced increasing The USAF began the first phase of
Super Tucano drops
munitions over the delays, criticism from Congress and the Capability Assessment of Non-
White Sands Missile industry pundits began to build and Developmental Light Attack Platforms
Range, New Mexico, by late 2015, LAAR was considered a – more commonly known as the OA-X
in August 2019. dead project. However, in 2016, new experiment – in July 2018. The overall
USAF/Ethan D Wagner life was given to the USAF light attack aim was to determine and evaluate
the performance of each candidate
aircraft, along with its ability to operate
closely with coalition partners. The air
arm specified the requirements that
candidates would need to meet to
qualify for the second phase. These
included an ability to take off on
6,000ft runways, have a 90% day/night
mission availability rate, fly upwards of
900 operational hours per year for ten
years, be off-the-shelf and affordable,
burn no more than 1,500lbs of fuel per
hour over 2½ hours and have positive
survivability in terms of its infrared and
visual signature. The candidate needed
to have intelligence, surveillance and
reconnaissance (ISR), data link and
target tracking capabilities, at least a
900nm (1,036 mile/1,600km) range,
along with an endurance of at least five
 Light Attack MILITARY

hours with fuel reserves – enabling it ABOVE: Armed Defense/SNC in Jacksonville, Florida, after 2025. Without a firm ‘wing-sized’
to loiter for long periods. In short, the to the teeth – An and the Wolverine set to be built at aircraft order or official confirmation that
USAF wanted a survivable aircraft, AT-6B shows off Textron’s facility in Wichita, Kansas. Each the USAF still intends to acquire such a
its gun pods and
capable of performing operations aircraft will be equipped to carry free-fall large number, there is increased risk of a
APWKS. Drop tanks
with little logistical support to keep it are equipped here, and laser-guided munitions, have built-in capability gap in a post-Thunderbolt era.
sustainable. replacing the GBU- machine guns and be integrated with an
Despite an array of possibilities, four 12s. Textron Aviation Defense electro-optical/infrared sensor. New Love for the Warthog?
types were considered, including the The DOT&E FY18 Light Attack Aircraft Having spent more than 40 years in
BELOW: A pair of
Air Tractor/L3 Technologies Program annual report suggests these operational service, the venerable
A-10C Thunderbolt
AT-802L Longsword, Embraer Defense/ IIs, registrations platforms will undertake such roles as Fairchild Republic A-10C Thunderbolt
SNC A-29 Super Tucano, Textron 81-0956 and 82- air interdiction, armed reconnaissance, II – colloquially known as the Warthog
Aviation/Beechcraft AT-6B Wolverine 0651, from 354th CAS, combat search and rescue, forward – has been caught in the middle of a
– all of which have turboprop engines. Fighter Squadron air control, strike co-ordination and ‘replace or retain’ argument over the
Additionally it studied the ‘Bulldogs’, taxi to maritime air support. However, with last decade. The aircraft was procured
depart RAF Fairford,
turbofan-powered Textron AirLand the USAF procuring just six aircraft for the CAS and ground attack mission
Gloucestershire, after
Scorpion. In May 2018 just two taking part in the (three of each) to be used solely in and entered USAF service in 1977,
candidates – the A-29 and AT-6B – Royal International interoperability training with partner with production coming to an end in
went through to the second phase. Air Tattoo 2015. nations, USAF-operated A-29s/AT-6Bs 1984. The development of the A-10 was
Flying evaluation halted a month later, Khalem Chapman in combat would be more likely to occur unique, with the platform designed
following the death of US Navy pilot,
LT Christopher Carey Short, when the
Super Tucano he was flying as part of
the experiment crashed at the Red Rio
Bombing Range, north of Holloman
AFB, New Mexico. After the incident, the
OA-X experiment went quiet, and many
industry commentators were asking
if the programme had been cancelled
altogether. Then October 2019’s request
for information (RFI) confirmed both
aircraft will be integrated into the
USAF’s vast inventory. The A-29 and
AT-6B are twin-seat single-engine
turboprops requiring two aircrew
members (pilot and weapons systems
operator) when on a mission.
The aircraft will be produced
domestically in the US, with the Super
Tucano being assembled by Embraer

www.airinternational.com 43
MILITARY Light Attack
RIGHT:Raytheon/
EAI Talon
laser-guided
rockets have been
cleared for use on
the AT-6B.
Beechcraft/Jim Haseltine
around its famed General Electric 30mm
GAU-8 Avenger hydraulically driven
rotary cannon, which was created for
the anti-tank mission. The A-10 was first
used in combat during the Gulf War
(Operation Desert Shield/Desert Storm)
in 1991 and was employed in Bosnia
and Kosovo throughout that decade.
The aircraft returned to the Middle East
in 2001, being used in Afghanistan and
again in Iraq. The Warthog has been
praised for its success in supporting US
and coalition troops in combat.
In 2007, Boeing was awarded a $1.1bn
contract by the USAF to provide 173
sets of new wings for the A-10C to
extend the aircraft’s operational
life – suggesting it could remain in
active service until at least 2028. With
the type no longer in production,
re-winging the ageing, yet respected
BELOW: A 500lb
GBU-12 laser-guided
platform became a viable solution for
bomb is dropped the USAF. The service installed new
during testing. wings on a portion of its Warthogs,
Beechcraft/Jim Haseltine theoretically adding up to 10,000
44 AIR INTERNATIONAL
operational flight hours and reducing
the requirement for depot inspections,
which would take the aircraft through
to 2030. The last A-10C to undergo
this installation, 89-0252, returned to
operational service in July 2019 – as
featured in the US news section of the
October 2019 issue of Combat Aircraft.
Decrease in Costs
The USAF has debated the future of
the Warthog within its ranks and in
Congress over the last decade, arguing
that aircraft procured in its light attack
programmes could cover its role. This
platform would be more compatible
with those allied nations using such
aircraft as the A-29 Super Tucano in a
CAS/ground attack role. They would
also be cheaper to operate, with the
A-10C costing $6,000 per flying hour (as
noted by Forbes in 2016) while the A-29
is priced at $1,000 – an 83% decrease
in costs and suggesting that six
A-29s could be flown at the budgeted
equivalent of a single A-10C. However,
the Warthog boasts the capability to
be air-to-air refuelled and is more able
to withstand damage. Additionally, it’s
powered by two General Electric
TF34-GE-100 turbofans as opposed to
the single-engine turboprops driving the
A-29/AT-6Bs, enabling it to fly on one
powerplant in an emergency.
The USAF had also openly explored
the potential of employing the F-35
Lightning II in the Warthog’s role,
with the view that it could ultimately
take over. This would not have been a
cheap option for the air arm, with F-35
operational costs per hour averaging
at roughly $30,000. Nor would the
Lightning have been able to loiter over
a combat zone for as long as the A-10
– without tanker support at least – and
wouldn’t be able to carry as many
munitions as the Thunderbolt.
When OA-X rose to prominence in
2016, so too did speculation surrounding
the accompanying AX-2 programme,
which aimed to develop a direct A-10C
replacement, but since its announcement
there appears to have been little
progress. However, it’s possible that
the two programmes were merged to
save resources and costs – purchasing
OTS products would be cheaper than
investing in the development of a
completely new aircraft.
Fast forward to today and the
USAF has still not made its final
decision on the future of the A-10C.
The platform contributed to effective
combat operations, taking part in 2011’s
Operation Odyssey Dawn in Libya,
and since 2014 has deployed back to
Iraq and later Syria in the ongoing fight
against so-called Islamic State. In 2018,
the USAF began an additional project
to procure 112 more wing kits for the
remaining Warthogs yet to go through
the process. The project was funded
under the A-10 Thunderbolt

Advanced-Wing Continuation Kit
(ATTACK) programme and in mid-2019,
Boeing was once again being contracted
by the USAF to build the wings. In total,
the deal will be worth $999m, but the
August 2019 initial contract award only
requested the first 27 at a cost of $240m.
Re-winging these A-10Cs in the 2020s
gives the potential to maintain operations
well into the 2030s. In addition, the
operational test squadrons have spun
back up and new avionics and weapons
upgrades are now in training.
At the Air Force Association’s Air,
Space & Cyber Conference in September
2019, the USAF Chief of Staff (COS),
Gen David Goldfein, outlined a view
of how the air arm would look in 2030.
The presentation included a graphic
displaying the various aircraft the service
plans to operate into the next decade
and the Warthog was among them,
featuring in its CAS/ground attack role.
However, in November 2019, the COS
publicly supported the idea to retire eight
different platforms – including the A-10C
– from operational service by 2023 to
save the USAF up to $30bn that would
be reallocated in procurement spending.
Despite the latest rumours, few expect
wholesale retirements anytime soon.
Light Attack – What Next?
Following the award of contracts,
the USAF appears set on further
experimentation with the A-29 and
AT-6B to ensure the aircraft are fully
compatible with those operated by
partner nations. Both SNC and Textron
Aviation have commented on the matter,
concluding that the Super Tucano and
the Wolverine meet the interoperability
requirements. When speaking of the
upcoming experiment, USAF COS, Gen
David Goldfein, added that it “gives us
the opportunity to put a small number
of aircraft through the paces and work
with partner nations on ways in which
smaller, affordable aircraft like these can
support their air forces.”
The USAF’s current drive with its light
attack programme points more towards
interoperability with partner nations
than providing aircraft for its own
frontline units, a slight shift in what the
air arm wanted to do at the beginning
of 2019. While having interoperable
CAS/ground attack compatibilities
between nations is beneficial for military
partnerships, multination training
and platform commonality across
separate countries, the USAF has
also maintained the idea of using the
programme as a tool to generate more
foreign military sales (FMS). Having
only ordered a total of six aircraft for
instructional (A-29) and developmental
(AT-6B) purposes, industry pundits
consider it looks more like a strategic
move to endorse domestically produced
US light attack assets to attract
customers looking to purchase these
types for military use. This is seen in
the USAF’s Light Attack Support (LAS)
programme, as part of which the air arm
supplies these platforms to nations that
need a dedicated CAS/ground attack
aircraft. This was evidenced when the
US supplied A-29 Super Tucanos to
Afghanistan, with 26 being ordered by
the USAF for the Afghan Air Force.
Another bump in the road to
procuring such vast numbers of light
attack aircraft is the USAF’s publicly
acknowledged shortage of experienced
pilots. In February 2019, Lt Gen Brian T
Kelly, Deputy Chief of Staff Manpower,
Personnel and Services, issued an
FY20 Personnel Posture Statement to
the Committee on Armed Services at
the US Senate, detailing that the USAF
“ended FY18 with a total force pilot
shortage of 1,937. Shortfalls in the fighter
pilot inventory are the most acute.”
Light Attack MILITARY
ABOVE: Lt Col Confirming that the numbers are already
Terrance C Keithley stretched thin on examples currently in
(right) receives a service, integrating a new 359-strong
pre-flight briefing
fleet could exacerbate the shortage,
from a 416th Flight
Test Squadron consequently, order numbers could be
instructor pilot cut or in-service A-29s/AT-6Bs would
for the AT-6B be stored or even sold to other nations.
Wolverine. Employing newly trained pilots on these
USAF/Ethan D Wagner platforms would further add to the
shortage of available aircrew for other
USAF aircraft. The A-29/AT-6B requires
two crew members per operational
mission, compared with the A-10C’s
single-seat configuration, so the
USAF would need twice the number of
aircrew for the Super Tucano/Wolverine
than for the Warthog at a time of
personnel shortage.
Despite newer, cheaper and more
architecturally open platforms being
explored by the USAF – along with its
drive to increase interoperability with
allied nations – the air arm is still finding
BELOW: it difficult to part ways with the A-10.
An Afghan Air The service is taking the A-29/AT-6B
Force A-29B, in a new direction and the promise it
employed by the made at the start of 2019 to procure 359
Kabul Air Wing, aircraft for eight squadrons and three
taxies out prior
FTUs has been put on the back-burner.
to an operational
sortie in Meanwhile, light attack experiments
September 2017. continue and inter-nation CAS/ground
USAF/SSgt Alexander attack interoperability has become the
W Riedel air arm’s main focus. AI
www.airinternational.com 45
 Start your new year with a SUBSCRIBER BENEFITS:
subscription to the new-look
 Great Savings
Save £££s compared to buying

O
ur job is to unearth each issue in shops
the most exciting
developments about  Priority Home Delivery
aviation. With our worldwide
Subscriber copies go first
network of contributors, and a
particular focus on innovation
 Specials Discounts
and technology, we’re committed
to breaking news and giving our Save money on all of our
readers exclusive access to the one-off special magazines
inside story.
Carol Randall
Associate Editor

Join us at

AIR International is my aviation

magazine of choice. For me,
no other title comes close to
the level of technical detail and Digital editions also available
analysis offered in each issue. Visit
Gordon C, via Facebook

TWO EASY WAYS TO ORDER Customer code: AI020220

ORDER ONLINE www.airinternational.com/suboffer

* Saving refers to 1 year Direct Debit subscription against newsstand cover price.

902 AI Subs dps FEB20.indd 46 19/12/2019 12:27

 UK SUBSCRIPTION OFFERS

SAVE UP TO 30%*
when you subscribe
NE
W
LO
O K!

CHOOSE FROM

1 1 YEAR 2 2 YEARS
Direct Debit PLUS ‘F-22 Credit/Debit Card PLUS
Raptor/Airbus A350 DVD Bundle ‘F-22 Raptor/Airbus A350 DVD Bundle

£40.99 YOU SAVE 30% £89.99 YOU SAVE 25%

Prefer to spread your payments? Or pay by card?

3 issues for £5
then quarterly Direct Debit 1 YEAR Credit/Debit Card
£12.50 YOU SAVE 15% £53.99 YOU SAVE 10%
Overseas Customer? See page 89 for latest subscription offers

CALL US NOW UK 01780 480404

Monday to Friday 9.00am until 5.30pm

902/19

902 AI Subs dps FEB20.indd 47 19/12/2019 12:27

TA LKING POINT Recruitment

Pilot Shortages –
myth or reality?
According to statistics, more than 800,000 new airline pilots will be needed in the
next 20 years, but major global events can alter such predictions at a moment’s
notice, as Dave Unwin discovers.

A
RIGHT: While t last year's International
the principles Paris Air Show, Boeing’s
of flight remain then-CEO Dennis
the same, flight Muilenburg said he
deck architecture believed that the growing shortage
has changed
of pilots represents “one of the
massively over the
past half-century. biggest challenges” facing the
All KEY collection airline industry. The reasons for the
unless stated shortage of pilots are myriad. The
increase globally, especially in China,
BELOW: Podded of the ‘middle class’ proportion of
turbojets fitted to
society means more people want to
early jet airliners,
such as the fly to every year. Furthermore, the
Douglas DC-8, introduction into service of very large
made handling aircraft, such as the Airbus A380, was
very different to not as successful as many industry
their propliner analysts predicted. It turned out that
predecessors. Not
what airlines really needed was more,
only was there no
induced lift, but smaller airliners that could land at
turbojets also took small airports, rather than behemoths
much longer to ac- like the A380 and Boeing 747 which
celerate from idle need equally large runways. Indeed,
to full power. the demand for air travel has grown
so quickly that, according to Boeing’s
latest forecast, 800,000 new pilots
will be needed over the next 20 years,
and no one is quite sure where so
many will come from. One fact is
irrefutable: the number of pilots being
trained cannot keep up with demand.
Although some of the major European
flag carriers, such as British Airways,
operated flight training colleges, for
decades the airline industry traditionally
looked to the military to provide a steady
stream of well trained and experienced
pilots. Nowadays, shrinking military
budgets have not only led to the armed
forces training fewer pilots, but also
actively seeking to retain them. In
addition, once the Berlin Wall came
down and communism in Eastern Europe
started to collapse, the end of the Cold
War was inevitable and the so-called
‘Peace Dividend’ saw a rapid reduction
in most Western armed forces. Pilot
shortages are often influenced by the
military, with the last big shortage
(in the West at least) being around 1988.
It is no coincidence that this was 35
years after the Korean War ceasefire
(both US and British pilots had been
trained for the 1953 conflict). However,
the airline industry is notoriously cyclical
and, being a global business, is also
easily influenced by world events, such
as wars, economic depressions or the
price of oil. In 1988, some lucky pilots
with a Commercial Pilots Licence (CPL),
an instrument rating (IR) and just 700
hours’ total flight time were starting
out as first officers on Boeing 737s, yet
barely four years later a combination of
Gulf War One, interest rates at 14% and
Britain leaving the European Exchange
Rate Mechanism, produced such a
downturn in the economy that it meant
experienced captains with tens of
thousands of hours and multiple type
ratings were unable to find work.
Throughout its existence, the airline
industry has been notorious for being a
‘boom or bust’ business, partly because
of its tendency to be reactive, rather
than proactive. In its defence, it is
indisputable that economic forecasting
is extraordinarily difficult, because even
a tiny change in just a few variables,

48 AIR INTERNATIONAL

such as economic, geographical or
political events, can make predictions
incredibly complex.
What is undeniable is that the growth
in air travel, allied with a shrinking
military, seems almost certain to produce
a significant shortfall in the number of
qualified pilots. According to Boeing, the
world’s commercial aviation market could
climb to $8.7 trillion, up from $8.1 trillion,
over the next ten years, while Muilenburg
estimates the number of new commercial
aircraft would rise to 44,000, up from
43,000, over the next two decades.
It appears there has never been a
better time to start training if you want
to be an airline pilot.
Route to the Cockpit
Alongside the challenge of pilot
recruitment keeping pace with industry
demand has been radical change
in training over the last 20 years.
Although the military provided many
pilots, with some from the airlines’
own training systems, many aspiring
flyers worked their way up via the ‘self-
improver’ route. This typically involved
gliding-towing, parachute-dropping or
instructing to build some hours, followed
by air-taxi work in a light piston-powered
twin, then a small turboprop and finally
a jet. However, the rise of the Joint
Aviation Authority (now EASA) has seen
the emphasis placed more on technical
knowledge than pure flying skills, and
the modern graduate of an ‘airline
academy’ may only have 250hrs of flight
time and a frozen airline transport pilot
licence (ATPL) before seeking their first
job. A pilot who holds a ‘frozen ATPL’ has
a CPL/IR and has passed all the written
exams, but lacks the necessary flight
experience of 1500 hours total time (TT).
Synthetic Flight
Along with the emphasis on theoretical
knowledge has been an exponential
increase in the use of simulators.
Perhaps surprisingly, the flight
simulator has been around for a lot
longer than most may think. As long
ago as 1910 several synthetic flight
training devices, such as the Sanders
Teacher, were being marketed. This
was an aircraft mounted on a universal
joint and located in an exposed
position on the airfield. Facing into the
Recruitment TA LKING POINT
TOP LEFT: Pan prevailing wind, the student pilot
American Airways could control it around all three axes
received a Boeing by applying control inputs from the
377 Stratocruiser ailerons, elevators and rudder. Clearly,
simulator in 1948.
While no motion
such a device depended greatly on the
or visual systems strength and reliability of the wind, and
were installed, this was to prove its undoing – it was
it replicated the not a success.
appearance and As with so many facets of aviation,
behaviour of a real
cockpit in every
World War One added considerable
other way. impetus to the development of
synthetic flight trainers. By 1917,
TOP, ABOVE several machines existed which used
& BELOW: mechanical or electrical actuators
Shrinking military linked to the trainer controls.
budgets result in
Perhaps the most famous synthetic
smaller air forces.
flight training device of the 1930s and
1940s was the Link Trainer. The Link
Piano and Organ Company of New
York was primarily involved, as its name
suggests, in the manufacture of organs
and pianos, and Edwin Link used his
considerable knowledge of pneumatic
mechanisms in designing the prototype.
It consisted of a small dummy
fuselage mounted on a universal joint,
with pitch, roll and yaw movement
provided by pneumatic bellows. As the
student moved the stick and rudder,
an electrically driven suction pump
mounted in the base supplied air to the
various control valves and this rolled,
pitch and yawed the device. However,
as the simulated effects of the ailerons,
elevators and rudder were independent
of each other (essentially, there were no
secondary effects of controls), the Link
Trainer did not produce an accurate
reproduction of an aircraft in flight. This
was probably the main reason why
www.airinternational.com 49
TA LKING POINT Recruitment

of an inked wheel. Air forces and airlines

soon began to appreciate the inherent
advantages of synthetic flight training
devices, and many thousands of Link
Trainers were sold.
As aircraft continued to increase,
both in size and complexity, it became
ever more apparent that simulators
could also be used to teach cockpit
drills. The introduction of aircraft with
complicated systems, such as retractable
undercarriages and variable pitch
propellers, made following the checklist
essential, and the non-moving mock-up
cockpit was introduced. More accurately
called a ‘procedures trainer’, such a
device was a great help in introducing
student pilots to more complex aircraft.
Simulators continued to be developed
after World War Two – for example, Pan
American Airways took delivery of a
sim for the Boeing 377 Stratocruiser in
1948. While this device had no motion
or visual systems installed, it replicated

ABOVE: The synthetic flight training continued to be

training captain viewed as no substitute for real flight.
of a large Not until the introduction of
piston-powered
gyroscopic flight instruments did
multi-engine
aircraft, such it become apparent that synthetic
as a Lockheed flight training devices would be vital
Constellation, had for teaching the skills of ‘blind’ or
many advantages. instrument flying. Link Trainers were
For example, the soon capable of rotating through 360°
engines usually
(which allowed a magnetic compass
accelerated
promptly and the to be installed) and were fitted with
propwash over the ‘blind flying’ instruments as standard
wings produced equipment. These instruments were
a phenomenon operated either mechanically or
known as ‘induced pneumatically, and the Link Trainer
lift’. This meant proved to be a great teaching aid. Its
that a big handful
of power could
undoubted usefulness was enhanced
often salvage by the attachment of a course plotter,
a low, slow enabling the course of the simulated
approach. flight to be traced on a chart by means

the appearance and behaviour of a real

Many aspiring flyers worked their way up to
the airlines via the ‘self-improver’ route. This
often involved gliding-towing work. Dave Unwin
Stratocruiser cockpit in every other way
and was still a great training aid. Not
only could Pan Am routes be flown
using the same synthetic navigational
aids, but the instructor could introduce
a variety of instrument malfunctions and
emergency conditions.

Learning from Mistakes

Although the Stratocruiser simulator
was clearly a very useful training aid,
as it was a fixed base simulation it felt
unnatural, and some pilots expressed
reservations about the lack of motion.
That all changed with the introduction of
jet aircraft which made the development
of the full motion simulator imperative.
The training captains of first-
generation jet transports really earned
their money. Any flying instructor,
whether in a Cessna 152 or a 747, knows
it is imperative to allow the student to
make mistakes – how else will they
learn? For all instructors, the real trick

50 AIR INTERNATIONAL

is to not to let the student put you
in a situation you can’t retrieve. The
training captain of a large piston-
powered multi-engine aircraft, such as
a Lockheed Constellation or Douglas
DC-6, had many advantages. Not only
did the engines usually accelerate
promptly, but the propwash over the
wings produced a phenomenon known
as ‘induced lift’. It meant that although
the aircraft could be flying dangerously
slowly, the wing was still producing lift
when the engines were at full power.
Consequently (and especially as training
flights were generally flown at relatively
light weights) the captain could allow
some situations, such as a low, slow
approach, to become marginal, if not
downright dangerous Then, when all
appeared lost, a big handful of power
could salvage the situation. However,
jets such as the Douglas DC-8 and
Boeing 707 possessed none of these
advantages. The pod-mounted turbojet
engines meant that not only was there
no induced lift, but they also took a
long time (up to eight seconds) to
accelerate from idle to full power. And,
of course, even after the engines had
‘spooled up’, the aircraft still had to
accelerate. From deciding to go around
and adding full power, to the point
where the aircraft would finally stop
sinking and begin to climb, could take
as long as ten seconds.
Perhaps unsurprisingly, jet transport
flight training (and asymmetric training
in particular) was causing more
accidents than true emergencies and
simulator development advanced
at an exponential rate, eventually
producing the highly sophisticated
incredibly realistic machines of today.
These devices accurately replicate
practically every situation, emergency
or abnormality, while the fidelity of
extremely realistic weather dynamics
enable an instructor to create essentially
any sort of weather in the day, night
or even twilight.
So, for most areas of flight training
these days the emphasis is on the
simulator, and not just for learning
how to fly the aircraft, but also how to
operate as part of a crew. Most airlines
expect prospective pilots to possess
cockpit resource management (CRM)
skills, with many favouring candidates
who have completed a structured Jet
Orientation Course (JOC) and Multi
Crew Cooperation (MCC) course. The
JOC bridges the gap between flying
slower single-pilot piston aircraft and a
full type rating course for a multi-pilot
turbine-powered aircraft. It typically
involves four hours in the classroom
and four in the simulator. A full EASA-
approved MCC course is considerably
more comprehensive, often requiring
three days in the classroom and up to 20
hours in a simulator. Training in the latter
is typically five four-hour sessions, often
alongside a fellow student and with the
emphasis on following the standard
operating procedures (SOPs) of a
typical airline. The student is introduced
to the correct use of performance
manuals, multi-crew checklists, the
quick reference handbook (QRH) and
flight plans. The simulator used may not
necessarily be ‘type specific’ or have
motion, but will have generic cockpit
architecture and high-quality graphics.
The emphasis on the MCC course is not
on learning how to operate a specific
aircraft but teaching students how to
function as a crew.
Record Cadet Placement
Air International spoke to several training
providers, and all were universally
upbeat about the job market over the
next decade, while acknowledging the
industry faces numerous challenges to
Recruitment TALKING POINT
ABOVE: One of be become both ‘greener’ and quieter.
the biggest According to Des Wynne, sales
challenges director for Simtech Aviation: “Global air
facing the
traffic reached 8.8 billion passengers in
airline industry
is the growing 2018, up 6.4% on 2017, and we expect
shortage this trend to continue to grow as the
of pilots. world gets smaller in terms of business/
Via L3 Harris e-Commerce and also the desire of
consumers to explore the world.”
LEFT &
He continued: “We saw a record
BELOW LEFT:
The modern cadet placement rate in 2018 into
simulator is the first half of 2019, and expect pilot
an impressive demand to continue.”
machine. The Similarly, Jo Hjalmas, UK airline
visuals are academy director – commercial aviation
stunning, and for technology company L3Harris
as the simulator
enjoys six
forecasts that “over the next five years
degrees of almost 10,500 new aircraft will be
freedom, the joining the global fleet, which amounts
result is a to approximately 2,100 per year. This
standard of growing fleet will, therefore, require
simulation 30,000 new pilots every year for the
that can be
frighteningly
next five years.”
realistic. As civil aviation enters the third
decade of the 21st century it faces
great challenges, such as the looming
pilot shortage, but also tremendous
opportunities. Alongside growing
passenger demand for both business
and pleasure air travel, newer and more
efficient aircraft, different powerplants
and fuels are all under commercial
consideration. Added to this dynamic
mix are better avionics and supersonic
or even hypersonic sub-orbital
spaceplanes, which are all on the
drawing board. AI
Next month Air International
examines the development and
training issues surrounding a revival
of supersonic civil aircraft.
What’s you training or recruitment story?
 Contact us at airinternational@keypublishing.com
marking the subject Talking Point.
www.airinternational.com 51
AT THE CONTROLS Dave Unwin

At the Controls with Dave Unwin

Fossil Fuels, Electric
Aircraft and Ion-Drives
Aero-engines progressed from 12hp to 3,000hp in barely 40 years,
and a modern jet produces 23 megawatts. So what does the future hold?
Dave Unwin examines the power to fly.

R
RIGHT: ecent developments in
The ion-drive hybrid and electric aero-en-
used to propel the gines has caused me to pon-
Massachusetts der just how far the design
Institute of and development of the aircraft mo-
Technology’s
tor has come over the last 117 years.
prototype has no
moving parts. MIT The Wright brothers’ Flyer engine
was an air-cooled, four-cylinder,
petrol-fuelled spark-ignition engine
that weighed about 170lb (77kg)
but produced only 12hp, giving it
(by modern standards) a risible
power-to-weight ratio. In fact, the
Wrights soon realised that – away
from the astonishingly reliable wind
and favourable density altitude In the last 35 years there have been flat-fours with spark-ignition. The diesel
found at Kitty Hawk, North Caroli- some developments. First to shake things engine, on the other hand, uses
na – their Flyer aircraft needed as- up was Austrian company Rotax. Having compression-ignition and, on paper at
sistance from a catapult to launch. built many successful two-stroke least, has always looked promising. It is a
Nevertheless, their little engine aero-engines, the ‘nine-series’ fact that large two-stroke marine diesels
worked, and of the hundreds of transformed GA with its good have the lowest specific fuel
thousands of engines built for small, power-to-weight ratio and low fuel consumption of any prime mover, and
propeller-driven GA types, most consumption. Although such even small diesel engines burn fewer
BELOW: were probably various permutations innovative design features as dry sump kilos of fuel per horsepower/hour than
Just like the tens of air-cooled flat-fours, sixes and forced lubrication, ram-air cooled a petrol engine and, as a bonus, jet fuel
of thousands that
eights, and were fuelled with petrol. cylinders with liquid-cooled heads, is also substantially cheaper. This is not
followed it, the
Wright Flyer’s The Continental O-200, is still in relatively small swept volume and a a new idea – the first diesel aero-engine
engine was fuelled production today and can trace its reduction gearbox make these engines flew as far back as 1928. Several other
with petrol. All KEY direct lineage all the way back to very different from Lycomings and aero-diesels were also designed around
collection unless stated the A-40 of 1931. Continentals, they are still petrol-fuelled this time, and they all shared the same

52 AIR INTERNATIONAL

characteristic: very poor power-to-weight
ratios. As this made them inherently
unsuitable for heavier-than-air flying
machines, they were used mainly
in airships.
However, the new breed of aero-diesel
is a far more satisfactory proposition. The
Diamond DA-40, 42 and 62 are all
powered by diesels, and an option for
a new Piper Archer is the Continen-
tal Motors CD-155, which can also be
fitted under an STC to older PA-28s and
Cessna 172s. Large complex aircraft
obviously needed equally large and
complex engines, and there was a
bewildering array of motors available,
including air-cooled multi-row radials
and liquid-cooled V-12s. The piston
aero-engine reached its zenith with the
incredible Pratt &Whitney R-4360 Wasp
Major, which had 28 air-cooled cylinders
in a four-row radial arrangement and
could produce up to 3,800hp. This
unfortunately complicated engine was
not that reliable and the turbine engine
arrived at just the right moment. Even
early turboprop engines, such as the
Rolls-Royce Dart, proved to be much
more dependable than piston engines
and the development of the gas turbine
engine, from both power and reliability
perspectives, proved to be exponential
not linear. For example, the Rolls-Royce
Derwent Mk.1 of 1943 produced around
2,000lbf, yet barely ten years later the
Rolls-Royce Avon gave more than
7,000lbf, and would eventually produce
in excess of 17,000lbf in afterburner. To-
day a Rolls-Royce Trent 1000 produces
81,000lbf-plus and may run for tens of
thousands of hours before overhaul.
Of course, we’re all waiting patiently
for a viable electric aircraft, but although
satisfactory motors have existed for
many years, two factors combine to
greatly restrict development: energy
density and recharge time.
Unfortunately, two kilos of the very latest
lithium-ion polymer batteries simply do
not contain anywhere near the energy
in 0.719kg (one litre) of Avgas. Similarly,
enough fuel to propel a modern
two-seat light aircraft several hundred
miles can be uplifted in five minutes,
whereas even the best batteries need
several hours to recharge.
There are several electric aircraft
coming onto the market, and some
interesting refit projects, such as
Vancouver-based Harbour Air’s plan to
power one of its fleet of DHC-2 Beaver
floatplanes with a 750hp Magnix
electric motor and a lithium battery pack.
Because Harbour Air’s Beavers largely
fly very short sectors (the average flight
time is 30 minutes) this is a viable prop-
osition. The engine has the power, the
batteries have the range and the greatly
reduced fuel, oil and maintenance
costs could save Harbour Air a fortune.
However, it is the short sectors that make
it viable for this specific application. A
truly practical electric aircraft with real
usability doesn’t yet exist.
 One solution that makes the best use
of both electricity and fossil fuel is the
hybrid. Diamond Aircraft and Siemens
AG recently flew a jointly developed
multi-engine hybrid electric aircraft
based on a DA40. The hybrid powertrain
comprises a diesel generator located
in the nose of the aircraft, with two
independent drive systems consisting
of a propeller electric motor, battery and
inverter. Rolls-Royce is also working on
a hybrid project, where its popular M250
turbine engine (more than 33,000
delivered) will be used in conjunction
with generators, converters, high energy
density batteries and a sophisticated
power management and control system
to produce a hybrid-electric propulsion
unit for aviation applications. This will
complement the 2.5MW AE2100
hybrid which is being developed for
larger aircraft, up to and including
regional airliners.
Nevertheless, even hybrids still burn
fossil fuels, and produce thrust (and also
noise) by rotating turbine and
propeller blades. Will there ever be a
viable alternative? Quite possibly, yes.
The newest – and possibly most exciting
– development in aero-engine
technology is the ion-drive. Recent ad-
vances in ‘ionic wind technology’, a con-
cept which was first investigated in the
1920s and again in the ’50s, are starting
Dave Unwin AT THE CONTROLS
TOP: Large, to come to fruition,
multi-row radials and in 2018 the Massachusetts Institute
represented of Technology began testing the first
the zenith of
ever ‘solid state’ flying machine. The
piston-engine
technology. prototype, named, somewhat
uninspiringly, Version Two, has no
ABOVE: The jet moving parts in its propulsion system.
engine soon Instead, wires at the wing’s leading edge
eclipsed the carry 600 watts at 40,000 volts, enough
piston in both
to induce ‘electron cascades’ which
power and
reliability. charge air molecules near the wire.
These charged molecules flow along the
LEFT: The electrical field towards a second wire at
air-cooled radial the trailing edge, hitting and imparting
proved a popular energy to neutral air molecules on the
choice between
way. These stream out, producing thrust
1920 and 1950.
and proving that heavier-than-air flight
is possible without jets or propellers.
It’s still early days, but Version Two has
already flown more than 60 metres and,
ironically, has two things in common
BELOW: A modern with the Wright’s Flyer aircraft. Just as
turbofan is
incredibly reliable
with the Flyer, people with little or no
and astonishingly imagination have already dismissed the
powerful. idea as unworkable, and Version Two
requires a catapult launch!
Although the creation of a truly viable
pure electric aircraft requires a quantum
jump in battery-technology I believe it
will come, and suspect that even a
viable ‘solid state’ flying machine
powered by an ion-drive may one day
become a reality. Of course, right now
many readers sit shaking their heads
sceptically, but never forget that Wilbur
Wright lived to fly in a Lockheed
Constellation, which had a bigger
wingspan than the Flyer’s first flight.
As far as developments in aerospace
technologies are concerned, the only
observation you can make with any real
certainty is that nothing is certain. AI
www.airinternational.com 53
PARAPUBLIC HELICOPTERS North Macedonian Police Aviation

W
BELOW: Nicknamed ith the Macedonian an Agusta-Bell AB206A JetRanger helicopter unit was officially renamed the
‘Komarec’ economy improving and I was acquired from Italy. A Bell 212 Samostojno Helikoptersko Oddelenie
(‘Mosquito’) in Yugoslavia’s republics (c/n 30884, ex YU-HPB, Z3-HHB, now na Ministerstvoto za Vnatrešni Raboti
contrast with
enjoying increasing MAP-7751) was added before the end of (Independent Helicopter Flight of the
the larger AB212,
Macedonian Police independence from Belgrade, in the the decade, by which time the original Ministry of Internal Affairs).
AB206B MAP-7750 mid-1960s preparations began for JetRanger had been lost in a take-off In 1999, the helicopter flight was
was purchased the formation of a small helicopter accident and replaced by AB206B subject to another name change,
as an attrition unit within Macedonia’s Republički JetRanger II (c/n 8365, ex YU-HBD, becoming the Helikopterska Edinica
replacement after Sekretarijat za Vnatrešni Raboti Z3-HHA, now MAP-7750). ‘Jastrebi’ (Helicopter Unit ‘Hawks’).
the loss of the initial
(RSVR, Republic’s Secretariat for As the Yugoslav crisis came to a head A year later, a Bell 412EP (c/n 36260,
AB206A – the police’s
first helicopter – in Internal Affairs). in the early 1990s, Macedonia’s citizens ex N9026S, Z3-HHC, now MAP-7752)
autumn 1972. The The police complex in the village of voted for independence in a September was added to the inventory. This was
low-skid JetRanger Idrizovo, 6.8 miles (11km) southeast of 1991 referendum and on November 17 funded using US$5m provided by
II (c/n 8365) was the Macedonian capital Skopje, was that year the Republic of Macedonia was Taiwan when Macedonia recognised the
manufactured by chosen to house the future police declared a sovereign and independent Republic of China’s status as a country.
Agusta and joined the
helicopter unit. Macedonia’s Milicija democratic state. As a result, the RSVR The twin-engine utility helicopter
Yugoslav civil aviation
register as YU-HBD (Militia - the local name for the police became the Ministerstvo za Vnatrešni was built at Bell facilities in Mirabel,
on September 1, 1973. forces) helicopter unit was officially Raboti (MVR, Ministry of Internal Canada, in June 2000 and delivered to
Dragan Cvetic via established on November 27, 1969. It Affairs), the word Milicija changed Macedonia on November 22 that year.

Police
Igor Božinovski became truly operational in 1970 when to Policija (Police), while the police The Kosovo crisis began in early 2001

Hawks
at 50

54 AIR INTERNATIONAL
 North Macedonian Police Aviation PARAPUBLIC HELICOPTERS
when Macedonia’s ethnic Albanian
minority began an uprising demanding
greater rights. As rebels launched
attacks on police stations, checkpoints
and border crossings, the Macedonian
government forces found themselves
small in size and poorly equipped.
Despite personnel shortages, the MVR
put its helicopters on 24hr alert, using
its recently acquired Bell 412EP and
the AB212 to deliver food, water and
ammunition to isolated border crossings.
On a daily basis, the police rotorcraft also
transported elite ‘Tigar’ anti-terrorist units
and evacuated casualties and civilians.
After months of skirmishes, EU and
NATO support enabled the authorities to
strike a peace deal.
Ambitious plans to upgrade the police
fleet after the war were thwarted, but
in late November 2007 the Bell 412EP
became the first European helicopter
to receive the Astronics Max-Viz 1000
enhanced vision system for use at
night and in poor visibility conditions.
The aircraft was also equipped with a
Breeze-Eastern HS-20200 rescue hoist.
Mils Join Bells
In late 2008 a pair of Mi-171 helicopters
(serials 710 and 711 and tail numbers
806 and 807, later MAP-7710 and
MAP-7711) were purchased from a
Lithuanian company for US$20.4m,
together with a pair of Mi-17V-5s (serials
712 and 714, later MAP-7712 and MAP-
7714) acquired for a cost of US$21.7m.
Unusually, the Mi-171s both wore the
camouflage of the Iraqi Air Force,
the original intended customer. The
By the time it gained its independence from
Yugoslavia in 1991, North Macedonia already
had a rich aviation heritage. A key part of that
was a police helicopter unit established in
1969. Igor Božinovski provides an overview
of the republic’s first state-controlled
aviation unit.
Russian-made aircraft were stationed BELOW LEFT:
at a new base in Petrovec, adjacent to The emblem of the
Skopje International Airport. Here they Macedonian Police
Helicopter Unit
served alongside the secretive Elbit
‘Hawks’.
Systems Hermes 450 unmanned aerial Igor Božinovski
systems operated by the MVR’s Uprava
za Bezbednost i Kontrarazuznavanje
(UBK, Administration for Security and
Counterintelligence).
Between June 2011 and February 2012,
the MVR reorganised its aviation assets.
An Oddel na vozduhoplovni edinici
(Department of Aviation Units) was
established with two subordinated units:
the Idrizovo-based Helikopterska Edinica
za Policiski Nameni (HEpolN, Helicopter
Unit for Police Purposes) operating
single examples of the AB206B, AB212
and Bell 412EP, and the Petrovec-based
Helikopterska Edinica za Specijalni
www.airinternational.com 55
PARAPUBLIC HELICOPTERS North Macedonian Police Aviation
BELOW: Macedonian Police Bell 412EP MAP-7752 and AB206B MAP-7750. While the need for
an expensive engine overhaul and the decision to appoint a private company for SAR/HEMS
missions puts the future of the Bell 412EP at risk, the veteran AB206B departed for Patria
Helicopters in Sweden last December for a scheduled inspection. Igor Božinovski
Nameni (HEposN, Helicopter Unit for
Special Purposes) operating two Mi-171s
and two Mi-17V-5s.
Between 2012 and 2014 all four police
Hips underwent a two-stage ‘Balkan’
upgrade that provided the Mi-17V-5s
with cockpits and lighting compatible
with night-vision goggles (NVGs),
while the combat-capable Mi-171s also
received retractable multi-spectral
gyro-stabilised gimbal sensors and
a modern day/night ANVIS/HUD-24
helmet display system. Meanwhile, a
HELICOM advanced digital integrated
command, control, communication and
mission management system provided
pilots and crew with accurate data
communications and transmissions,
real-time tactical imagery and a digital
moving map for greatly enhanced
situational awareness.
The two militarised Mi-171 aircraft
were also equipped with chaff/flare
dispensers and four (optionally six)
external weapons racks for carrying
guided and unguided rockets, including
Elbit’s STAR (Smart Tactical Advanced
Rocket) precision-strike system – a
Soviet-era S-8 80mm (3.15in) calibre
unguided rocket with a laser guidance
kit. For launching the STAR, the standard
20-shot B-8V-20A rocket pods were
modified to carry four guided weapons
each. The first STAR was successfully
fired from a Macedonian Mi-171 at the
Krivolak military training range, near
Negotino, in the first half of 2013.
In an historic first operational
deployment outside national borders,
a Mi-17V-5 together with 12 pilots and
technicians and 15 ‘Tigar’ operatives
went to neighbouring Serbia in May 2014
to support disaster relief operations in
response to the catastrophic floods in
that country.
The introduction of the Mi-17/171
within the MVR further emphasised its
56 AIR INTERNATIONAL
Units, pilot Marjan Trajković of the
Helicopter Unit for Police Purposes,
and Iljo Lopatički of the Helicopter Unit
for Special Purposes. MVR pilot Tode
Oreškov also lost his life in the accident.
The police’s AB212 and a single Mi-17
were called in during fighting in the
Divo Naselje settlement of Kumanovo
city on May 9-10, 2015. The clashes saw
MVR forces attacked by an armed group
identifying itself as the Kosovar National
Liberation Army (NLA). During the
shootings, eight Macedonian police and
ten militants were killed, while 37 other
members of the police were wounded.
The incident ended with the arrest of
28 men who were later charged with
terrorism-related offences.
The most recent continuous operation
that saw major involvement of the
police helicopters was the migrant crisis
of 2015. The aircraft supported aerial
monitoring of the critical borders with
Greece and Serbia on the so-called
requirement for more pilots, engineers
and mechanics. In response, the
MVR took on personnel from the
military but also from the Direkcija za
Zaštita i Spasuvanje (DZS, Protection
and Rescue Directorate) – the latter
provided an aviation engineer and a
qualified AT-802A Fire Boss pilot that
converted on to the Russian helicopters.
For modernisation and scheduled
maintenance of the Hips, the MVR also
relies heavily on the capabilities and
knowhow of the Macedonian Air Force. ABOVE: Macedonian Police Mi-171 MAP-7710 during the Autumn Storm 2018
However, as the pilot shortage military/police exercise. The Mi-171s are combat-capable and a first firing of the
became critical at a national level, a joint Elbit STAR guided rocket occurred in the first half of 2013. MVR via Igor Božinovski
Macedonian-Israeli Centar za Obuka na
Piloti (COP, Pilot Training Centre) was
established at Petrovec under a May
2011 agreement worth US$42m. The
COP’s first four instructors successfully
passed conversion training on the police
AB206B in December 2012, before going
to Bell Helicopter to practise critical
emergency landing manoeuvres early
the following year.
By September last year the COP had
produced nine new police helicopter pilots
as well as providing full-motion simulator
training for Mi-17/171 pilots. In another
milestone for the police, Vesna Petreska ABOVE: The ANVIS-HUD helmet system displayed in front of Macedonian Police Mi-171
MAP-7711. Between 2012 and 2014, all four police ‘Hips’ underwent the two-stage
became the first female pilot to join MVR
‘Balkan’ upgrade that provided them with NVG-compatible cockpits. MVR via Igor Božinovski
in October 2014. She currently serves as a
qualified pilot for the Bell types.
Stagnation and Uncertainty
The service experienced a first fatal
mishap when Mi-17V-5 MAP-7712
crashed during an NVG-supported
night training flight on July 10, 2014.
The aircraft went down near the city of
Strumica, 75 miles (120km) southeast of
Skopje after hitting an unlit 394ft (120m)
transmission tower.
The crash decimated the MVR
aviation unit’s leadership, claiming the
ABOVE: Macedonian Police personnel take part in helicopter emergency
lives of three of its chiefs: pilot Dragi medical services training using Bell 412EP MAP-7752. This aircraft (c/n 36260,
Micev of the Department of Aviation ex-N9026S) was built in June 2000 and delivered the same year. Igor Božinovski
 North Macedonian Police Aviation PARAPUBLIC HELICOPTERS
BELOW: Responsible for the force’s first operational deployment
outside national borders, Mi-17V-5 MAP-7714 was deployed
to neighbouring Serbia between May 18-23, 2014, to support
disaster-relief operations after catastrophic floods. Igor Božinovski
Western Balkans refugee/migrant
route. MVR also supported the Swedish
National Police Air Wing Bell 429
helicopters deployed in the same efforts.
However, since the Mi-17V-5 crash, the
focus of Macedonian police aviation has
been primarily on keeping the current
helicopters airworthy. The AB206B
received scheduled maintenance in
Switzerland in summer of 2015 while
the Bell 412EP was sent to Patria
Helicopters in Sweden for its scheduled
five-year/5,000hrs inspection in February
2016, returning home that June.
Various maintenance facilities were
considered for the first scheduled
overhaul of the Russian-made
helicopters – including the Czech
LOM Praha, Croatian ZTC, Lithuanian
Helisota and Aviabaltika, Polish WZL-1
and Slovak LOTN Trenčín. Eventually,
the pair of Mi-171s went to Serbia’s
Batajnica-based Moma Stanojlović
military aeronautical plant. They became
the first such aircraft to be overhauled
there, although the dynamic components
actually underwent general overhaul
in Russia. Work was completed in late
October 2018 and included changing the
camouflage for a police-blue-dominated
civilian scheme with white stripes and
silver undersides. In the same year, the
then Republic of Macedonia and Greece
agreed on a new name – the Republic
of North Macedonia – which came into
force last February.
Bell Replacement
With the 40-year-old AB212 facing
an expensive engine overhaul, several
options have been proposed, including
the acquisition of new or low-hour Pratt
& Whitney Canada PT6T-3D Twin-
Pac turboshafts. Alternatives were to
overhaul the existing engines and keep
the helicopter in use, or sell the aircraft,
perhaps together with the Bell 412EP,
the overhaul of the sole Mi-17V-5 and
the ongoing scheduled inspection of
the AB212 and AB206B that departed
Skopje for Patria Helicopters in Sweden
on December 12, 2019. The AB212
will likely undergo another period of
scheduled maintenance and limited
modernisation of new instruments and
provision for using the rescue hoist
acquired in 2007. Moreover, police
aviation is facing the challenge of a
possible reduction of its fleet to
pre-2009 size, as a result of the nation’s
strategic defence review in 2018. This
revealed that integration of the police’s
three Mi-17/171s within the Macedonian
Air Force was being considered.
Maybe the biggest threat is the
SARHEMS company’s need for a
significant number of local, qualified
pilots. If not properly managed, this
process could leave the police
and military without their most
experienced pilots. AI
and replace with a unified fleet of three
new Bell 412EPIs or Bell 429s configured
for police work as well as search and
rescue (SAR) and helicopter emergency
medical services (HEMS) roles.
A proposed Bell 429 acquisition
received wide support among
government institutions and a related
memorandum was signed in May
2018 between MVR and the Canadian
Commercial Corporation (CCC). However,
the purchase of new Bells has not been
put into action, for undisclosed reasons.
ABOVE: Purchased new, Bell Model 212 c/n 30884) entered the Yugoslav
The plan was reportedly impacted by the civil aviation register as YU-HPB in October 1978 and continues to serve the
unexpected decision to appoint a private Macedonian Police as MAP-7751. Dragan Cvetic via Igor Božinovski
company for SAR/HEMS missions. Last
October 29, the local, recently established
SARHEMS company was declared
winner of the tender for operations in
North Macedonia over an eight-year
period. The public-private partnership
agreement is worth €72m.
The sole bidder in the public
procurement, SARHEMS reportedly plans
to begin operations by mid-2020 with
two SAR/HEMS-configured helicopters
and utilising the infrastructure of the
Pilot Training Centre at Petrovec. The
takeover of COP facilities and hangars ABOVE: Macedonian Police Mi-171 serial 710 (c/n 171E00067842806U) was one of
by SARHEMS, however, is likely to face two Mi-171s built in November 2007 and supplied in the colours of their planned
opposition from the defence ministry, customer, the Iraqi Air Force. Serial 710 now serves as MAP-7710. Igor Božinovski
which insists the centre is theirs.
Further evidence that rejuvenation
of the police helicopter fleet is in limbo
came last November, when interior
minister Oliver Spasovski didn’t mention
any new aircraft acquisition during his
speech marking the helicopter unit’s
50th anniversary in Idrizovo. The event
did see the public promotion of Nenad
Aleksovski as the new chief of the MVR’s
Department of Aviation Units.
Macedonia’s police aviation is entering
its next half-century with a rich history
and huge operational experience, plus a ABOVE: During the 2001 conflict, Macedonian Police Bell 412EP Z3-HHC adopted
fleet of six helicopters with an average a two-tone camouflage. The rebels failed to recognise the helicopter and never
age of 24.5 years. focus is currently on targeted it, even during low-level missions over their strongholds. Igor Božinovski
www.airinternational.com 57
UAS MQ-25A Stingray

Swimming with
Stingrays
Boeing is on course to deliver a new unmanned aerial system (UAS) to the
US Navy that boasts two world firsts. The MQ-25A Stingray will be the first
UAS designed with an air-to-air refuelling capability and the first operational
carrier-based fixed-wing unmanned aircraft. Khalem Chapman explores the
programme and investigates the industry team that created the MQ-25A.

58 AIR INTERNATIONAL
 MQ-25A Stingray UAS

B
LEFT: Up close
oeing’s MQ-25 Stingray and personal
was launched under Naval with the Stingray
Air Systems Command’s – presenting a
(NAVAIR’s) Carrier-Based detailed view of
Aerial-Refueling System (CBARS) the platform’s
programme, with a request for landing gear that
is developed by
proposals (RFP) being answered by
Héroux-Devtek.
four companies. Boeing, Lockheed
Martin, General Atomics (GA-ASI) BELOW:
and Northrop Grumman all sought to The MQ-25A
provide the US Navy with an effective, Stingray
affordable, sustainable and adaptable illuminated by
white and green
unmanned tanker to exponentially
lights as the night
increase the capabilities of Carrier draws in. All photos
Air Wings (CVWs) deployed at sea. courtesy of Boeing.
Prior to the contract being awarded,
the US Navy ceased referring to the
programme as CBARS, opting to call Boeing was awarded an US$805m Navy’s Unmanned Carrier Aviation
it the MQ-25 programme instead. contract in August 2018 for the design, Program Office (PMA-268) handling
Despite successfully completing a development, fabrication, test, delivery the MQ-25A – in what is its first such
raft of pioneering tests with its X-47B, and support of four engineering air system procurement for NAVAIR.
Northrop Grumman dropped out of and manufacturing development The MQ-25 programme only
the competition, citing its inability (EMD) aircraft. It incorporated CVW really became headline news in
to carry on with the programme integration for an initial operational 2016, originating from the ambitious
under the US Navy’s RFP proposals. capability (IOC) by 2024, with the Unmanned Carrier-Launched

www.airinternational.com 59
UAS MQ-25A Stingray

Airborne Surveillance and Strike

(UCLASS) programme. The programme
was simplified to concentrate on an
unmanned tanker to make CVW strike
fighters more effective, extending
the aircraft’s range by 300-400 miles
(482-643km) and allowing carrier
strike groups to operate at farther,
safer distances from combat areas. It
will additionally provide the overhead
safety of an organic tanker, able to
replenish returning aircraft in the case
of a foul deck or in poor weather when
fuel states may be low, and additional
holding fuel may be required. In
addition, the MQ-25A will offer the navy
a basic intelligence, surveillance and
reconnaissance (ISR) mission.
Progress on the MQ-25 progressed
rapidly, with a request for proposal
(RFP) and choice of platform being
made in just over two years from the
programme’s formal announcement,
followed by the Stingray’s first flight
last September, almost a year later.
However, there’s much more than
just aircraft development to consider
with this project, as PMA-268 split
the contract into three architectural
segments, with the navy as the lead
systems integrator.
The first handles the air side of
the contract, which produces the
MQ-25A itself, alongside associated
support, handling equipment and
aircraft spares. The second covers
the Stingray’s Control System and
Connectivity (CS&C), providing the
Unmanned Carrier Aviation Mission
Control System (UMCS), along
with Distributed Common Ground
Station-Navy (DCGS-N) mission
intelligence support functionality,
network-based interfaces, routing
and communication equipment plus

additional modifications to existing C4I

system infrastructure and networks.
The third segment deals with the
US Navy’s nuclear-powered aircraft
carriers (CVNs), the handling space
allocation for the aircraft within an
already packed air wing, associated
data dissemination kits (such as
antennas and radio terminals), aircraft
launch/recovery and deck operation
systems. All of this is alongside the
installation of necessary air and CS&C
systems from the first two segments.

Taking the Stingray to Sea

The US Navy announced in mid-2017
that the first two CVNs to undergo
MQ-25A control station and system
integration will be the USS Dwight D
Eisenhower (CVN 69) and the USS
George H W Bush (CVN 77).
Boeing’s MQ-25A Stingray test
asset, T1 (registration N234MQ), first
flew in September 2019– operating
from MidAmerica St Louis Airport,

60 AIR INTERNATIONAL

Mascoutah, Illinois. The aircraft was
flown by test pilots from a ground
control station at the airport. T1
successfully completed an autonomous
taxi and take-off, flying for two hours
along a pre-determined route in which
pilots tested the aircraft’s basic flight
functions and its operations with the
ground control station.
In total, NAVAIR plans to acquire
72 MQ-25A Stingrays in a deal which
could potentially be worth $13bn.
This inventory could complement
CVWs with between two and four
aircraft for each of the service’s 11
carrier strike groups, leaving enough
aircraft for domestic land-based
training. In 2017, the US Government
Accountability Office (GAO) issued
a report which stated that the US
Navy sought to invest almost $2.5bn
into the MQ-25A programme during
fiscal year 2022 (FY2022), with
expectations that development costs
will not exceed $5 billion.
In total, NAVAIR plans to acquire 72
MQ-25A Stingrays in a deal which could
potentially be worth $13bn.
ABOVE: MQ-25 Industrial Team
The platform sits Despite Boeing receiving the NAVAIR
with its wings contract to produce the MQ-25A
unfolded – ground Stingray, it is not a project which
crew conducting
tests give scale
the company achieved alone. As
to the size of the with many aircraft development
aircraft. programmes – both civil and
military – there is a now large amount
of supply chain co-operation among
aerospace companies, working
together to produce the aircraft.
There are roughly 20 major
subcontractors that Boeing – the
prime contractor – is working with
in order to realise the MQ-25A, all
delivering different systems, parts or
FAR LEFT: The computers for the platform. Aitech
company's MQ-25A Defense Systems (ADS) is providing the
test vehicle, T1 aircraft’s key mission interface systems
(N234MQ), gets after being contracted by Boeing in
airborne for May 2019. ADS will be contributing an
the first time at
MidAmerica St
advanced remote input/output (I/O)
Louis Airport, interface controller, customised for the
Mascoutah, Illinois, Stingray, but based on its
in September 2019. commercial-off-the-shelf (COTS)
MQ-25A Stingray UAS
Ai-RIO Small Form-Factor Remote
I/O Subsystem, which is designed for
application in military aerospace or
alternatively for use in low-earth-orbit.
Ai-RIO is used in a number of different
ways when integrated into a platform
that includes flight, attitude and
navigation control; video and image
processing and storage; servo-valve
and thrust vector control; high speed
data recording; communications and
telematics; and also robotic motor
control – to name just a few.
BAE Systems announced a contract
from Boeing in June 2019 to supply the
MQ-25A’s Vehicle Management Control
System (VMCS) and Identification
Friend or Foe (IFF). The former will
perform overall vehicle management
duties as well as control all the aircraft’s
flight surfaces. The latter ensures that
the MQ-25A can successfully operate
in contested environments, giving it the
ability to reliably identify hostile and
coalition vehicles.
www.airinternational.com 61
UAS MQ-25A Stingray

ABOVE: Cobham Aerospace has been tanker aircraft presence, something The MQ-25A will be driven by a single
An interesting associated with the CBARS programme that will change following the Stingray’s AE 3007N, which is rated to deliver
design – the
for some time, with NAVAIR’s RFI introduction. Cobham's 28-300 and more than 10,000lbs of thrust and
Stingray’s long,
narrow wings will detailing the requirement for proposed 31-301 buddy stores series both have a provides additional electrical power. The
enable the aircraft platforms to be able to equip two fuel capacity of 300 US/gal (1,363.83 lit) Triton, with a maximum thrust rate set at
to loiter at altitude externally mounted hose and capable of pumping fuel to a receiving just under 9,000lbs, gives it a top speed
more efficiently and drogue-style air-to-air refuelling pods, aircraft at a rate of 220 US/gal (1,000.14 of 357mph (575km/h or Mach 0.46).
its sleek fuselage with one located underneath each of the lit) per minute. Both pods are mounted With more than 10,000lbs provided
design clearly
aircraft’s wings. Despite the RFI citing on an aircraft’s ejector rack and, in by the AE 3007N, the MQ-25A could
incorporates some
stealthy features. a need for two pods, a Boeing official use, the devices are powered by a have a top speed of around 537mph
has since confirmed that the Stingray ram air turbine which drives a variable (864km/h or Mach 0.70) or more,
will only have the one. The MQ-25A displacement hydraulic pump, moving depending on how much more thrust
will either be equipped with Cobham’s the hose reel and activating the fuel the engine produces above 10,000lbs.
BELOW: The MQ-25 28-300 or 31-301 buddy stores series, pump motors. The MQ-25A’s brake control system
can taxi and take both of which are used by US Navy Rolls-Royce is supplying its AE 3007N and associated components are
off autonomously F/A-18E/F Super Hornets for aerial turbofan for the MQ-25A Stingray, a being provided by Crane Aerospace
– another first for ‘buddy-buddy’ refuelling where two of newer version of an engine already in & Electronics; a company known for
US Navy CVNs that the same aircraft, typically fighters, are use in the US Navy, the powerplant of its Landing Gear Control Interface
will present new
equipped with a small pod to refuel the Northrop Grumman MQ-4C Triton Unit employed on Airbus’ A320-family
capabilities and
challenges when each other. This is a system that has high-altitude, long-endurance (HALE) aircraft. Cubic Mission Solutions was
integrating onto been adopted more by naval than UAS – along with its US Air Force contracted by Boeing in April 2019
aircraft carriers. generic air forces due to the lack of a counterpart, the RQ-4A Global Hawk. to provide the Wideband Satellite
Communications (SATCOM) modem
system and Line-of-Sight (LOS)
Common Data Link (CDL) kit for the
Stingray. The platform’s data technology
systems will come from Curtiss-Wright
Defense Solutions and GE Aviation will
supply a stores management solution
for the MQ-25A, which includes a
comprehensive safety architecture for a
variety of stores and refuelling systems.
Frequentis Defense has been
contracted by the US Navy – not
Boeing – to provide IP-based voice
communications for the MD-5A
UMCS with the CS&C segment of the
Stingray's development contract. The
Naval Air Warfare Center’s Aircraft
Division (NAWCAD) posted an RFI
in late 2017, which outlined the MD-5
UMCS and its operational duties. It says
the MD-5 will be split into two separate
variants – the carrier-based MD-5A and
the land-based MD-5B – thus enabling

62 AIR INTERNATIONAL
 MQ-25A Stingray UAS

the Stingray to be operated both from

a carrier and from a shore base. Having
two separate control stations with one
based on carriers makes it easier for
pilots to fly the MQ-25A from a CVN;
this is due to the increased situational
awareness they would have over
land-based UAS operators as, when
deployed, it’ll be easier for Stingray
pilots to factor in the mission outline and
the weather more effectively, with the
latter able to change frequently and, at
times, instantaneously at sea.
Harris Corporation also joined the
MQ-25A team, having partnered with
Boeing’s AvionX to provide onboard
computers, specifically the mission
management open systems processor
– which will be based on advanced
open architecture and COTS products,
enabling swifter and easier upgrades
to enhance the Stingray’s situational
awareness. Héroux-Devtek is to supply
the complete landing gear system for
the MQ-25A. The Canadian-based
company has produced similar items for
Boeing’s 777/777X and for the Sikorsky enabling the MQ-25A to fold its wings ABOVE: The MQ-25A subsystems for use in the MQ-25A’s
CH-53K King Stallion and the South for easier storage aboard CVNs. Adding Stingray during its flight control, aerial refuelling, retractable
first flight.
Korea's KF-X next-gen fighter. Automatic to this, Parker Aerospace Control landing gear and arrester systems.
dependent surveillance-broadcast Systems will supply the platform’s flight Many other companies are
(ADS-B) technology, traffic collision control tail actuation, which employs contributing to the MQ-25A’s
and avoidance systems (TCAS) and the proven electro-hydraulic servo actuation development. Cox & Company, which
MQ-25A’s flight data recorders will be technology, a staple in fly-by-wire design. specialises in protecting aircraft from ice
supplied by Aviation Communication Raytheon's Joint Precision Approach and aerospace temperature control is
and Surveillance Systems (ACSS), a and Landing Systems (JPALS) will be involved with the programme, along with
joint venture between L3 Commercial integrated. JPALS is an all-weather Honeywell Aerospace, Innovative Power
Aviation and Thales Group. GPS-based precision landing system, Solutions and Collins Aerospace. These
Boeing contracted Moog Aircraft used to safely guide aircraft on to large companies will also contract out to
BELOW: N234MQ
Group last year to provide the Stingray’s CVNs and amphibious assault carriers. comes in to land smaller businesses, creating a spider’s
wing flight control (hydraulic fly-by-wire Pennsylvania-based Triumph Group has after a successful web of MQ-25A components across
kit) and wing fold actuation systems, been contracted to provide hydraulic first flight. the world. AI

www.airinternational.com 63
MILITARY LOUT

Emerges from the Black

On a cold and wintry morning in November 2019,
Airbus Defence and Space escorted a group of
journalists into the anonymous-looking Building
179 at Manching, Germany. Here, in an anechoic
test chamber, the company revealed its
once highly classified Low Observable
Unmanned Testbed (LOUT). Jon Lake was
there for Air International.

64 AIR INTERNATIONAL

S
eemingly under the
protection of a full-size
Eurofighter Typhoon radar
cross-section (RCS) model,
the clandestine shape of a hitherto
unseen design was there to behold.
The LOUT project, explained Airbus
Future Combat Air System (FCAS)
programme manager Mario Hertzog,
is a non-flying model designed
to allow accurate radar signature
measurement and to demonstrate
German national ca such, the aircraft
is similar to the BAE Systems’ Replica
stealth model that was eventually
revealed in 2003.
The LOUT demonstrator is the result
of a 12-year classified research and
development effort for the German
Bundesministerium der Verteidigung
(BMVg, defence ministry). It followed
extensive work on stealth by Airbus
Germany and its predecessors
MBB and EADS, including MBB’s
Lampyridae low-observable fighter.
The heavily faceted diamond-shaped
Lampyridae bore some resemblance
to Lockheed’s Have Blue stealth
demonstrator (precursor to the
F-117), but it was cancelled in 1987 –
reportedly as a consequence of US
political pressure, perhaps because
it represented a potential competitor
to the F-117, or possibly because
it could have compromised the
Nighthawk’s unique configuration and
characteristics.
Since then, Airbus has honed its LO
capabilities by working on signature
reduction measures for non-stealthy
aircraft, including the Panavia Tornado
and Eurofighter Typhoon.
LOUT MILITARY
The company renewed its studies BELOW: A forward
of dedicated stealthy configurations in view of the LOUT
2007, leading to RCS simulation of the demonstrator
that was unveiled
planned outer shape in 2009. The LOUT
in November.
testbed itself was manufactured from All images Airbus Military
2010 onwards in Manching and Bremen
following what Airbus called a “Skunk
Works’ approach”. This followed a
contract award from the BMVg to refine
configuration and material choices.
LOUT was intended as a very low
observable (VLO) ground test article
for the demonstration of wideband
signature reduction technologies and
to support the integration of future VLO
technologies for potential operational
platform configurations, bringing
together simulation and measurement.
Airbus followed an integrated design
process, from operational requirement
through to system design.
www.airinternational.com 65
MILITARY LOUT
The process of refining the final shape
began with 2D planform evaluations,
followed by 3D layouts and then full 3D
configurations.
About 11 planforms were evaluated,
including three innovative diamond
configurations, one of which resembled
the Northrop Grumman X-47A Pegasus,
as well as six arrowhead shapes
that were reminiscent of the Boeing
X-45C or the Lockheed Martin RQ-
170 Sentinel, the Dassault nEUROn,
the Lockheed Martin Polecat and the
Northrop Grumman B-21. Two more
planforms were cranked-deltas.
Five configurations were studied
further as 3D layouts, including two
kite-like diamonds (one with twin
engine exhaust ‘slots’), two BAE
Systems Taranis-like flying wings and a
more graceful design with higher aspect
ratio wings that bore some similarity to
the RQ-170.
66 AIR INTERNATIONAL
ABOVE: The basic The three most promising designs
LOUT configuration (the two diamonds and a Taranis-like
was developed arrowhead) were then built in
between early
scale-model 3D form and were tested
2014 and early
2016, leading to in the wind tunnel. Aerodynamic
the production properties were then assessed before
of the unveiled the final configuration was selected.
demonstrator.
Final Configuration
The basic LOUT configuration was
developed between early 2014 and
early 2016, leading to the production
of the unveiled demonstrator. A period
of iterative ‘camouflage optimisation’
followed from early 2016, which saw the
LOUT placed in an anechoic chamber
for a rigorous series of signature
BELOW: The measurements to establish a reference.
blended-wing/ Next, some modular elements and
body incorporates
an ultra-wideband
different coatings and surface treatments
wing leading edge were replaced to address signature
concept and LO ‘hot spots’ or to test and evaluate new
coatings. technologies or alternative design
approaches.
The ‘camouflage optimisation’ phase
is now complete, bringing the LOUT
programme to a close, for now at least,
and enabling Airbus to reveal the
demonstrator’s existence.
Hertzog refused to discuss whether
any additional LOUT models had been
produced or whether scale models had
been flown, although Airbus did fly the
superficially similar Sagitta UAV on July
5, 2017 from South Africa’s Overberg
test range.
This smaller, 3-metre (9.8-ft) span,
twin-engined UAV had a remarkably
similar diamond-shaped planform
(albeit with two vestigial vertical fins)
and it was also launched in 2010,
when the contract award for LOUT
was placed.
The Sagitta was developed in
conjunction with the Deutsches
Zentrum für Luft- und Raumfahrt (DLR,
aerospace centre) and universities in
Chemnitz, Munich and Ingolstadt.
The Sagitta was described as a
one-quarter-scale model of a UAV
demonstrator, and it may have been
used to further validate the flying
properties of the final LOUT design.
The twin-engined, subsonic,
unmanned LOUT was optimised for
multispectral stealth, using an innovative
design to support radar, infrared, visual
and acoustic measures. The craft was
designed to explore the limits of LO,
particularly against the new generation
of emerging wideband and low-
frequency ‘counter-stealth’ radars and
advanced infrared detection systems.
Approximately 12m (39.4ft) long, and
with a wingspan of roughly 12m, the
LOUT testbed weighs in at four tonnes,
though this represents the weight of the
bare, engineless, unequipped shell,
and it is representative of a 21-tonne
class aircraft.
The blended-wing/body incorporates
an ultra-wideband wing leading edge
concept (with an unusual S-bend)
and integrated apertures. LO coatings
provide surface wave attenuation, while
steps and gaps are avoided or sealed
where possible.
The aircraft includes very low RCS

diverterless engine inlets incorporating
ducts constructed from radar absorbing
structure and using a broadband LO
leading edge design, with provisions to
suppress infrared radiation. It uses an
integrated flat exhaust nozzle on the
upper surface, shielded from underneath,
making it well optimised for use against
ground-based air-defence systems.
Various LO compatible Thrust Vector
Control (TVC) options have been
investigated and Airbus has looked at
options for the cooling of structural parts.
Particular attention has been paid
to the shielding of transparencies,
including electrically conducting and
optically transparent cockpit canopies
for use in any manned stealth derivative.
The LOUT takes an holistic approach
towards survivability, encompassing
signature reduction in terms of radio
frequency (VHF to Ka-Band), acoustic,
thermal, visual and infrared signatures
as well as electronic countermeasures
and emission control and management.
Complementary projects have included
work on linking a ‘self awareness’ of
its own signature to the mission
management system, passive
sensing, cross-platform electronic
countermeasures, electromagnetic
emission control, covert communications
and cyber security.
Though reporters were allowed to
view the LOUT from the front, side and
three-quarter rear, the lighting was very
carefully controlled, making some areas
of the aircraft (especially on the upper
surfaces) difficult to discern.
ABOVE: Airbus The future
originally The German government backed the
considered 11 LOUT development effort to support
possible options
earlier iterations of FCAS about 10
before settling
on the final years ago. Hertzog said the LOUT
configuration. will feed into the ongoing
Franco-German-Spanish FCAS
development programme and confirmed
that findings from the LOUT study had
been shared with French partners.
The LOUT was conceived as a
non-flying test bed, making it unlikely
that it will ever form the basis of a full-up
combat aircraft, nor was it ever intended
to do so. It was created to help develop
and understand future LO technologies
BELOW: An Airbus
diagram of the that might be integrated in future systems.
various LOUT Airbus believes that stealth is and
configurations that will remain an enabler for survivability,
were evaluated. according to Hertzog. The LOUT has
LOUT MILITARY
tested stealth technologies that will
form part of the FCAS programme,
which may be used on the Next
Generation Fighter, and in any other
manned or unmanned elements of
FCAS. Hertzog claims that Airbus is “at
the cutting edge of low observability”,
adding: “We proved a significant
reduction in radio frequency, acoustic
and infrared signature.” He is, he says,
“convinced we can make a considerable
contribution to the development of a
future fighter or a remote carrier”.
Some technologies demonstrated
on the LOUT may form part of the
Eurofighter Typhoon programme’s
Long Term Evolution (LTE) roadmap.
The design could also conceivably
serve as a basis for the development of
a LO combat air vehicle in the future,
able to operate in the highly contested
environments that are expected in the
2040s and beyond.
Like the British Replica demonstrator,
the LOUT programme is providing a
showcase for Germany’s formidable
national ability in this area. Some have
even claimed that the LOUT shows
that Germany has joined the UK as one
of the two leading European nations
in the field of next-generation stealth
technology. This status may be used
by Airbus to gain greater leverage
in the FCAS programme, leadership
of which was originally awarded to
Dassault. (The UK’s claim to be at the
forefront of this technology is based on
the experience gained in the Replica,
Taranis and F-35 programmes).
There is already some tension
within the FCAS programme with
conflicting demands and expectations
surrounding national workshare and
design leadership in particular areas.
The unveiling of the LOUT has allowed
Germany (and Airbus) to demonstrate a
hitherto unexpected degree of expertise
and experience in LO design, challenging
the previously assumed advantage
enjoyed by France as a result of
Dassault’s participation in and leadership
of the nEUROn UCAV programme. AI
www.airinternational.com 67
TECHNOLOGY High-altitude Platform Station
A
BELOW: relatively new acronym
The HAWK30 lifts in the aerospace
off from Edwards sector is HAPS, which
Air Force Base stands for high-altitude
in California on
its first flight in
platform station or high-altitude
September 2019. pseudo satellite (the terms are
Carla Thomas/NASA synonymous). The International
Telecommunication Union Radio
Regulations defines a HAPS as any
system able to operate at an altitude
of around 65,000ft (19,812m) “at
a specified, nominal, fixed point
relative to the Earth.”
This classification covers a range of
different platforms designed to fly at a
very high altitude for extended periods
of time, from manned and unmanned
fixed-wing aircraft to airships and
research balloons.
Aiming High
Solar-powered aircraft designed to remain
airborne for months at a time are being explored
by several developers. Mark Broadbent outlines
one manufacturer’s ambitions for its HAWK30.
68 AIR INTERNATIONAL
The HAPS definition also refers
to a new generation of emerging
solar-powered fixed-wing designs.
Despite their rather fragile appearance,
these machines are very much at the
sharp end of technology. With solar
cells mounted across their structures
to charge efficient lithium-ion batteries,
these HAPS are designed to fly at
65,000ft or higher and remain airborne
for up to six months at a time.
How Big is the HAWK30?
There are several solar-powered
HAPS systems in development,
with some having flown and others
due to undertake test flights soon
(see panel on page 71, A Class of
High-flyers).
The HAPSMobile HAWK30 is
perhaps one of the most striking
examples of these new systems. The
aircraft, which has ten engines, first
flew last September from the NASA
Armstrong Flight Research Centre at
Edwards Air Force Base, California. It
completed a second 90-minute test
flight two months later, during which
it successfully passed two dozen test
points. These included negotiating 180o
turns and assessing avionics, electrical
power and engine performance.
Although solar aircraft have been
around for decades, the HAWK30
and other solar-powered HAPS in
development have emerged in the
last few years due to advances in
electric power generation and battery

technology that make such systems
commercially feasible rather than
one-off research curiosities.
High-altitude Persistence
The main advantage of all HAPS
systems, manned or unmanned,
conventionally fuelled or solar-powered,
is their ability to provide a constant
stream of data for long periods of time
from whatever sensors the aircraft’s
operator has installed – a high level of
‘persistence’, to use the jargon.
Space satellites are the usual means
of achieving persistent wide-area
surveillance and communications, but
the laws of orbital mechanics restrict
their passes over specific locations to
certain times.
High-altitude Platform Station TECHNOLOGY
Although they fly at higher altitudes
than conventional aircraft, HAPS systems
are not similarly restricted because they
remain well within Earth’s atmosphere
(the boundary with outer space is widely
reckoned to be the Kármán Line, 62
miles/100km or 327,360ft/99,979m up.)
This gives operators the flexibility to
direct them to points of interest at any
time. There is also the advantage of
being able to operate unimpeded by
disruptive weather and busy air traffic
corridors far below. These factors,
combined with the high-altitude
persistence and relatively low costs
compared with satellites, inevitably means
HAPS have caught the interest of militaries
due to their potential in intelligence,
surveillance and reconnaissance.
The US Army and Lockheed Martin
researched a solar-powered HAPS
called the HALE-D during the 2000s.
Meanwhile, the UK Ministry of Defence
ordered three examples of the Zephyr
in 2018, two of which crashed in test
flights in Australia in separate accidents
in 2019.
Effective Relay
Aside from their military potential,
HAPS have utility for civil applications
such as climate research, mapping,
geospatial surveys and monitoring of
the weather.
Some organisations, including Aurora
Flight Sciences and Ordnance Survey,
have designed their systems primarily
for these tasks.
www.airinternational.com 69
TECHNOLOGY High-altitude Platform Station
Communications relay presents
another opportunity for HAPS in the
commercial domain. It is for this role
that the HAWK30 was designed.
Indeed, the aircraft’s developer,
HAPSMobile, is majority-owned by
the Japanese telecommunications
provider, SoftBank.
Effective telecommunications relay
requires antennas to be positioned
high enough above the ground to
avoid rising terrain or buildings that
would otherwise disrupt transmission.
According to SoftBank, signals from the
typical 131-164ft (40-50m) height of a
radio tower will travel around 62 miles
(100km) if they are not blocked.
The higher the tower the further the
signal will travel, but obviously there is a
practical limit as to how tall radio masts
can be. A HAPS system installed with
radio communications payloads will get
70 AIR INTERNATIONAL
ABOVE: With a around this issue, because flying at such
wingspan of 256ft a high altitude will enable it to transmit
(78m), the HAWK30 over a far wider area than could be
is wider than an
achieved from a ground tower. SoftBank
Airbus A380 super
jumbo is long. claims a broadband wireless access
Carla Thomas/NASA network base station operated from the
HAWK30’s optimum 65,000ft cruising
altitude will relay to an area 124 miles
(200km) in diameter, giving it twice the
coverage of a ground tower.
The company claims HAPS systems
will make stable phone and internet
BELOW:
coverage possible in difficult terrain
AeroVironment, such as mountains or deserts, or
which previously in developing countries where the
built the communications infrastructure is either
Pathfinder poor or non-existent. It says HAPS
and Helios could also prove useful following
solar-powered
natural disasters such as earthquakes,
aircraft, is
a partner in when terrestrial base stations may be
HAPSMobile. damaged and knocked out of operation.
AeroVironment
Faster Communications
Visually, the HAWK30 resembles the
Pathfinder, Pathfinder Plus and Helios
created for the NASA Pathfinder
initiative that researched solar-electric
technologies in the late 1990s and early
2000s. Those aircraft were all produced
by the US-based unmanned aerial
vehicles specialist AeroVironment, which
is a partner in HAPSMobile and built the
first HAWK30 at its California factory.
Little technical information about the
HAWK30 and its solar technology has
been released by HAPSMobile beyond
basics such as the wingspan and cruise
speed. However, SoftBank has said the
aircraft’s large size makes it necessary
for it to have lots of solar cells mounted
on its structure to send high-powered
radio waves and generate the power
required to keep it flying. Exactly how
many cells has not been disclosed.
Faster communication is a key
benefit of HAPS systems. Round trip
time (RTT) is the telecommunications
industry’s way of measuring the period
taken to transmit a radio signal and
receive a reply. The typical RTT is 400
milliseconds for signals from a satellite
in geostationary orbit (typically located
22,369 miles/36,000km away from
Earth) or 18 milliseconds from a satellite
in low Earth orbit (745 miles/1,200km).
SoftBank claims the RTT on a
HAWK30 flying in the stratosphere will
be just 0.6 milliseconds. The company
adds that because signals weaken as
they travel across greater distances of
free space, the transmissions from
the HAWK30 will be around one
million times stronger than from a
satellite – and therefore better
quality – because the aircraft is much
closer to Earth.
Softbank says it plans to “make the
HAWK30 communications network less
susceptible to radio wave interference,
and to ensure smooth handover
between the HAWK30 and terrestrial
base stations.” The ‘30’ in the HAWK30
name is a reference to the fact that the
system is optimised to fly at a latitude
 High-altitude Platform Station TECHNOLOGY
HAPS and the HAWK30 will “close the digital divide and build the
foundation for an equal, information-based society.”
Hidebumi Kitahara, SoftBank Corporation
of plus or minus 30o from the equator, a ABOVE: SoftBank has also said the HAWK30
position where it will be able to fly for a Designed to will be able to carry payloads other
full year without landing. fly at 65,000ft, than those directly supporting
the HAWK30
There are, of course, higher-latitude communications relay, such as fixed
will be used in
areas of the world, such as within communications wireless equipment and onboard
the Arctic Circle, where there is little relay. cameras for remote monitoring services.
daylight during the winter months,
which might seem to be a restriction Forming New Alliances
on the its solar power and endurance. Following the two test flights from
HAPSMobile says it is working on a Edwards in 2019, the plan was for the
follow-on model, the HAWK50, to fly HAWK30 to be transported to the
plus or minus 50o from the equator Hawaiian island of Lanai, from where
to provide a stable communications HAPSMobile is intending to launch
service for these regions. further test flights into the stratosphere
by the end of March 2020.
A Class of High-flyers The company’s longer-term goal
The HAPSMobile HAWK30 is one of several solar-powered fixed-wing is to achieve mass production and
HAPS systems under development. Some designs have flown; others commercialisation of the HAWK30 by
are poised to launch. 2023. To fulfil this aim, it has formed
The Airbus Zephyr (originally developed in the UK by QinetiQ) set a strategic alliances with a number of
new endurance record in 2018 by staying airborne for 25 days, tech companies.
One of such partnerships is with Loon,
23 hours and 57 minutes. Test and development work on the
owned by Google’s parent company,
Zephyr continues.
Alphabet. Loon already has a presence
Other solar HAPS include the Aurora Flight Sciences’ Odysseus,
in stratospheric communications with
BAE Systems’ PHASA-35, the Ordnance Survey A3 and the Skydweller.
a network of high-altitude balloons
The first test flights of the Odysseus and PHASA-35 are due to take
providing internet connectivity.
place this year. Announced in November 2019, the Skydweller, under
However, these are at the mercy of
development by a US/Spanish start-up of the same name and backed
stratospheric air currents, so a high-
by the aerospace giant Leonardo, is an evolution of Solar Impulse 2,
flying fixed-wing platform such as the
the first electric aircraft to circumnavigate the globe.
HAWK30 could provide a more reliable
None of these systems will quite match the size of the HAWK30.
base station by providing targeted
At 243ft (74m) wide, the Odysseus will be slightly shorter than the
delivery to specific areas. According
256ft-wide (78m) HAWK30. The Skydweller will be even shorter, while
to HAPSMobile, the work with Loon
the Solar Impulse 2, on which it is based, has a 206ft (63m) wingspan.
is intended to “make significant
All these aircraft, however, will dwarf the 114ft (35m) PHASA-35 and
breakthroughs in the stratosphere
124ft (38m) A3.
business” by improving bandwidth
utilisation, integrating base stations,
looking at aircraft management and
collecting data on stratospheric flying.
A separate alliance will see
HAPSMobile join forces with Facebook
on a project in which the HAWK30 will
carry payloads of 60 GHz ‘fixed wireless’
technology to “spread ground-breaking
stratospheric internet solutions around
the world.” (Facebook abandoned work
on its own solar HAPS, a system called
Aquila, in 2018.)
Various hurdles remain before the
new breed of high-flying HAPS like the
HAWK30 start beaming down connectivity.
Concerns over privacy are likely to be
raised by civil liberties groups and, on a
practical level, authorisations from aviation
authorities will be required. As a 2019 blog
post by SoftBank acknowledged, there
are also simply still lots of regions where
the ground infrastructure to support the
internet is lacking, creating practical issues
with hardware, speed and bandwidth.
Other issues affecting development are
insufficient power supplies and high
operating costs.
None of this is deflecting HAPSMobile
from its goal. Noting that approximately
half of the world’s population has yet to
access the internet, Hidebumi Kitahara,
SoftBank’s vice president, head of Global
Business Strategy Division, Technology
Unit, believes that HAPS and the
HAWK30 will “close the digital divide
and build the foundation for an equal,
information-based society.” AI
www.airinternational.com 71
COMMERCIAL Dash 8
De Havilland Aircraft of Canada purchased
the Dash 8 in mid-2019. Seven months
on, Mark Broadbent reports on the
company’s management plans for this
New Dawn
enduring turboprop airliner
T
ABOVE: he Dash 8 turboprop airliner
The manufacturer family has now been around
predicts demand
for the best part of 40 years,
for up to 3,000 new
turboprops over the initially with the DHC-8-100/-
next 20 years. 200/-300 variants first developed in
All photos De Havilland the 1980s and latterly in its current-
Aircraft of Canada
production Dash 8-400 guise.
unless stated
Last year was a momentous one
for the programme, as Bombardier
Aerospace sold off the aircraft and
the associated De Havilland Aircraft
brand to Longview Aviation Capital
Corporation. The new owner in turn
set up De Havilland Aircraft of Canada
(DHC) to manage production of the
Dash 8-400, previously marketed as the
Bombardier Q400, and ongoing support
for in-service aircraft.
How might the new owner develop
the Dash 8-400? What future does it
envisage for the aircraft?
72 AIR INTERNATIONAL
A Fresh Start
Bombardier Aerospace’s decision to
sell the Dash 8 was part of a much
wider restructuring to tackle huge
losses and debts. This process also saw
the C Series (now A220) divested to
Airbus and deals agreed to sell the CRJ
regional jet to Mitsubishi Aircraft and
some of the aerostructures business –
including the Belfast factory that builds
the A220’s all-composite wing – to
Spirit AeroSystems.
The Victoria, British Columbia-based
Longview previously acquired the
DHC-6 Twin Otter, type certificates for
the DHC-1 through to the DHC-7, and
the former Canadair CL-215, CL-215T
and CL-415 firefighting aircraft from
Bombardier. All these programmes
are now managed by the company’s
Viking Aircraft unit.
The first firm order for the new
ownership came from Air Tanzania,
already a Dash 8-400 operator, which
signed up for three more aircraft in
October 2019. At the Dubai Airshow
the following month DHC announced
a slew of new business. The lessor
Palma Aviation Holdings ordered
20 aircraft and a letter of intent
(LOI) for six examples came from
Aeroflot subsidiary Aurora Airlines.
The government of Ghana signed a
LOI for six to equip the country’s
proposed new national airline, while
the lessor ACIA Aero Capital and
the Egyptian company Elin Group
each ordered three.
All these orders, totalling 41 aircraft,
provided a timely fillip for the new
owner given the turboprop aircraft
market’s typical ups and downs.

for the Dash
Dash Developments
Asked by AIR International about
its plans for the Dash 8-400, a DHC
spokesperson said: “We will continue
to invest in product improvements.
For example, we are offering a design
weight increase that would give our
customers the potential to carry even
greater payloads.”
The company did not provide any
specifics on the performance increase
or when it might be available. The Dash
8-400’s official type certificate shows
the aircraft’s maximum ramp
and taxi weight is 34,700lb (15,740kg)
and maximum take-off weight is
34,500lb (15,649kg).
At the 2019 Paris Air Show, DHC
announced it would offer ultra-
lightweight TiSeat E2 seats from
interiors specialist Expliseat as
an optional feature for Dash 8-400
aircraft and as a retrofit for in-service
aircraft. The titanium and carbon fibre
seats weigh 14lb (6.5kg) each, and
according to DHC provide a total
weight saving of between 300 and
1,000lb (136-453kg) per aircraft
depending on its configuration and
a saving of up to 1% in fuel.
What further product development
are possible? In the early 2010s,
encouraged by a fresh wave of orders
at the time, Bombardier and rival ATR,
which produces the Dash 8-400’s direct
competitor, the ATR 72-600, investigated
developing larger variants of their
aircraft with 100 seats.
For Bombardier the concept did not
proceed because of its full development
plate with the-then C Series, while
disagreements between ATR
Dash 8 COMMERCIAL
co-owners Leonardo and Airbus meant
the company dropped the idea in 2018.
Interestingly, however, when AIR
International asked DHC about future
development options for the Dash 8-400,
the company did not expressly rule out
looking again at a 100-seater, or a lower-
capacity derivative.
The company said various options for
“stretching or shrinking” the aircraft were
“under evaluation”, as were further ways
to enhance efficiency and reduce the
aircraft’s environmental footprint through
engine improvements.
An Evolved Aircraft
Any future developments would build
on the modernisation carried out by
Bombardier in the decade or so before
it sold the programme, which mean
today’s Dash 8-400 has much
www.airinternational.com 73
COMMERCIAL Dash 8
improved capabilities from the original
aircraft launched in 1995.
Customers can choose different
cabin configurations. The Dash 8-400
was initially designed for up to 78
seats, but continued evolution meant
80-82 seats became standard. Under
the Q400 NextGen initiative, which
also included a strengthened landing
gear, Bombardier developed a new
86-seat option.
This denser arrangement, achieved
by removing the 91cu ft (2.57m3)
forward baggage bay, provides a
per-seat fuel burn advantage of up
to 8% and a seat cost advantage
of 20% (based on a 300 nautical
miles/550km sector) compared to
the ATR, the manufacturer claimed.
There is slightly less space, however,
with the seats pitched at 29in
(73.6cm) compared to the standard
30in (76.2cm) with 82 seats. The Thai
low-cost airline Nok Air was the first
customer for the 86-seat option.
An even higher-capacity 90-seat
option was subsequently launched,
making the Dash 8-400 the
highest-capacity turboprop on the
market, with the seats again pitched
at 29in (73.6cm). The Indian airline
SpiceJet was the initial operator
of this layout in 2018.
“The type has now logged seven million flight hours and it has
been used by 60 owners and operators in almost 40 countries,
with more than 400 million passengers flying on it.”
74 AIR INTERNATIONAL
Bombardier also developed a 67-seat
‘dual-class’ option, which has seven
business-class seats (at 36in/91.4cm
pitch) and 60 economy (at 30in/76.2cm
pitch). Air Canada (for its Jazz
operation), Air Côte d’Ivoire, Ethiopian
Airlines and WestJet (for its Encore
unit) have ordered this layout. There is
a combi option, giving operators a mix
of seats and cargo storage.
Aside from different interior
configurations, another area of
development was new operational
flight planning practices to cut
fuel burn. Time between airframe
maintenance checks was also
increased, with intervals pushed out
to 800 flight hours for A-checks and
8,000 hours for C-checks.
Turboprop Attributes
All the different configuration options
developed in recent years are offered
by DHC, which acknowledges
Bombardier’s work developing the
BELOW: Dash 8 over the years. It told AIR
De Havilland International the previous owner
Aircraft of Canada had invested more than $300m in the
took over the aircraft over ten years before selling it.
Dash 8 turboprop
programme in
The improvements extended
2019, reviving to introducing many new
the famous state-of-the-art technologies to the
brand name. advanced Thales flight deck, one of
which is a localiser performance with
vertical guidance system.
Using GPS information augmented by
data from geostationary satellites, this
technology guides an aircraft on vertical
and horizontal axes without requiring
support from a ground station. Crews
can fly precision approaches with
minimums of up to 200ft (60m), ideal for
flying into airports unequipped with an
instrument landing system – exactly the
sort of destinations a turboprop like the
Dash 8-400 is designed to serve.
A separate advanced system is
coupled vertical navigation. This uses
the aircraft’s navigation calculator
in the flight management system to
better define descent and approach
trajectories, ensuring the autopilot
commands the aircraft to follow a
specified vertical profile.
The Dash 8-400 also uses required
navigation performance-authorisation
required (RNP-AR), which is designed
to let pilots fly a route to an accuracy
of within 0.1 mile (0.16km). As well as
improved precision, RNP-AR offers
increased monitoring of aircraft
performance combined with onboard
navigation alerts, and it can be used
to help manage traffic flows at
heavily congested airports and
anti-noise procedures.

Other avionics and flight deck
enhancements designed to
maximise safety are a satellite-based
augmentation system, an enhanced
ground proximity warning system
and a head-up guidance system.
There is automatic dependent
surveillance-broadcast out and
electronic flight bag compatibility.
Maximising Productivity
In its marketing DHC says the
combination of all these advanced
avionics, a 99.5% dispatch reliability
rate and the longer time between
maintenance intervals means the Dash,
“spends more time in the air and less
time in repair, providing an extra 270
days of flying before the next C-check
[heavy maintenance]”.
The company claims the Dash 8-400
is “the most productive turboprop”. Just
like the previous owner, it highlights
performance as a competitive
advantage, saying the aircraft: “is
nimble enough for a steep approach,
yet tough enough to land on unpaved
runways. It’s the only turboprop in its
class certified for high altitude airports.”
DHC claims the aircraft flies 30%
faster and 40% further than the
rival ATR which, it says, “allows our
customers to add more flights to their
schedule”. The two passenger cabin
doors and separate catering and cargo
doors boost productivity by helping
operators quickly turn an aircraft
around, the company believes.
Dash 8 COMMERCIAL
ABOVE:
Ethiopian is one Specialised Roles… From Firefighting to Cargo
of several Dash The Dash 8 series, from the earlier DHC-8-100/200/300 models to the current-production Dash 8-400,
8-400 operators
in Africa. has long been used for roles beyond passenger operations with regional airlines or feeder carriers.
According to manufacturer De Havilland Aircraft of Canada (DHC), approximately 20% of all Dash 8s
are used for special missions.
The latest Dash 8-400 has recently been introduced by the Sécurité Civile, the French civil defence
agency. Six examples will undergo conversion by the Conair Group in Canada to Q400-MR
(Multi-Role) FireGuard configuration; the first pair were delivered to the Sécurité Civile last year and
are now based at Nîmes Airport. The aircraft join two examples ordered in 2005 and will replace
nine veteran Conair Turbo Firecats. The Q400-MR has a large conformal pannier containing Conair’s
proprietary Retardant Delivery System for aerial firefighting, which can accommodate up to 2,642 US
gallons (10,000 litres) of water, foam or fire retardant.
The aircraft is more than just a firefighter, however, with a flexible configuration enabling it to switch
between all-passenger, all-cargo, combined (combi) passenger/cargo and medevac roles. The
all-passenger layout accommodates up to 64 passengers and the all-cargo configuration has capacity
for up to 19,841lb (9,000kg) of freight. The combi interior carries up to 19 passengers plus freight, while
the medevac option holds six stretchers, medical equipment and clinical team.
Among the numerous other Dash 8s used for special missions, DHC-8-300s serve coastguard
agencies in Sweden, Iceland, Japan and Norway. The Swedish Coastguard example features main
search and side-looking airborne radars and an infrared/ultraviolet scanner for monitoring oil spills,
and tubes for dropping life rafts, flares and buoys.
Some other Dash 8-400s are used in the combi configuration carrying both people and cargo
launched by Bombardier in 2014. This layout enables customers the ability to operate their aircraft with
either 68 seats (at 29in/736mm pitch) or 50 seats (at 32in/813mm pitch) and up to 9,000lb (4,082kg)
of cargo in a rear compartment. Ryukyu Air Commuter, a subsidiary of Japan Airlines, was the launch
customer for the 50-seat option and now operates five examples.
DHC believes the Dash 8-400’s “unique payload and performance capabilities” present an
opportunity for future sales to different customers. The company told AIR International: “We project the
Dash 8-400 will be in demand for other special mission roles such as maritime or coastal patrol or in
other cargo configurations, for example as a very efficient package freighter. DHC is evaluating offering
some of these configurations.”
The mention of package freighter is notable given how competitor ATR now offers a specialised
package freighter version of the ATR 72-600 (FedEx Express has ordered up to 100 aircraft).
Bombardier never developed a dedicated freighter variant of the Dash 8, although the Canadian
company Cascade Aerospace offers an option to convert Dash 8-400s into a freighter providing
19,800lb (8,980kg) payload capacity.
www.airinternational.com 75
COMMERCIAL Dash 8
It adds: “Due to its short take-off
and landing capabilities and efficient
regional operations, it comes equipped
with more seats, more legroom, more
cargo and offers [its operators] more
flights per day.”
Another positive, DHC says, is an
active noise and vibration suppression
system to produce a quieter cabin.
Large windows to maximise natural
light and LED lighting in the ceiling are
other features. Passengers can access
content on their personal devices via an
optional in-flight entertainment system.
Emerging and
Existing Markets
De Havilland Aircraft of Canada predict
continued growth in the turboprop
aircraft market, telling AIR International:
“Although DHC has not published our
own market forecast, several credible
industry forecasts reach a consensus
that there is demand for approximately
2,700-3,000 large commercial turboprop
deliveries in the next 20 years.”
The company envisages demand from a
geographically diverse customer base, too,
saying the Dash 8-400’s blend of payload
capability, passenger capacity, speed,
range and hot and high performance,
make it ideal for emerging markets.
Its spokesperson said: “In Asia the
ability to configure the aircraft with up to
DHC-8-400 basic characteristics
Wingspan 93ft 3in (28.4m)
Length 107ft 9in (32.8m)
Height 27ft 4in (8.3m)
Wing area 679 cu ft (63.1m2)
Maximum take-off weight 61,700lb (27,987kg) with intermediate, high and
enhanced options up to 67,200lb (30,481kg)
Total fuel capacity 1,436 imp gal (6,526 lit)
Cruise speed 360kts (667km/h)
Ceiling 27,000ft (8,229m)
Range 1,101nm (2,040km)
Engines 2 x Pratt & Whitney of Canada PW150A each
generating 5,071shp (3,800kW)
76 AIR INTERNATIONAL
ABOVE: WestJet 90 seats lends itself well to fast-growing turboprop manufacturers to supply aircraft
Encore is one regional markets. In Africa, the proven to airlines looking for new aircraft with
of several
customers to
performance of the aircraft on longer better efficiency. “We see further potential
have opted for routes or in hot and high environments, for the [aircraft] as a ‘scope compliant’
a dual-class and the flexibility to configure the aircraft three-class aircraft that would be a very
configuration in dual-class or high-capacity single- attractive 50-seat or 65-seat regional jet
with both
business and
class configurations, is a big advantage replacement,” the spokesperson said.
economy seats. for our operators.” There are of course new-generation
AirTeamImages.com/ The order from Palma Aviation regional jets such as the Embraer E-Jets
ACEdwards Holdings – which has previously E2 and Mitsubishi SpaceJet (formerly
leased Dash 8-400s to Ethiopian the MRJ) featuring more fuel-efficient
Airlines, RwandAir and Falcon Aviation – engines now available, so can a
was significant because it was the turboprop continue to match up?
OPPOSITE: first from a lessor for the dual-class DHC believes its Dash does, telling
Linking remote cabin configuration. AIR International: “We are promoting
regions with
larger hubs is
Equally, DHC thinks the Dash 8-400 the substantial operating cost savings
an ideal niche remains ideal for the more established and reduced environmental footprint it
for turboprops, markets in Europe, North America and can deliver relative to jets – a significant
with speed, Australia. It says the aircraft, “can be a very consideration for regional aviation in
range and efficient replacement of ageing regional mature markets. We assess [that] the
economics key
selling points. jets or turboprops while also contributing 90-seat Dash 8-400 now offers the same
to a sustainable, low-environmental cost per available seat kilometre as the
BELOW: The footprint for regional aviation”. much larger re-engined single-aisle jets,
Thai low-cost Central to the regional aircraft market but at half the operating cost per trip.”
airline Nok Air
was the first in North America specifically are scope The company, just like Bombardier,
customer for clauses, the terms in pilot contracts believes the Dash 8-400 “jet-like
the 86-seat specifying the size of aircraft regional performance” is a competitive advantage.
option, one airlines can operate. These agreements It says: “This aircraft offers the best of
of several
new interior drive the configuration of regional both worlds: fly slower to minimise fuel
arrangements aircraft and led directly to the rise of burn or faster to maximise productivity.”
introduced to regional jets such as the Embraer E-Jet It claims the aircraft’s speed and range,
the Dash 8 in
and Bombardier CRJ families. together with its efficiency and operating
recent years.
AirTeamImages.com/ With some of these aircraft ageing, DHC costs, makes it the “pinnacle of the
TT believes there could be an opportunity for modern turboprop”.
Dash 8 COMMERCIAL

www.airinternational.com 77
COMMERCIAL Dash 8

RIGHT: Turboprop
manufacturers like
to offer flexibility
for operators; here
is the rear cargo
bay in the combi
option.
Bombardier Commercial
Aircraft

The manufacturer also highlights the
Dash 8’s maturity. The type has now
logged seven million flight hours and it has
been used by 60 owners and operators in
almost 40 countries, with more than 400
BELOW: Operators million passengers flying on it.
can pick from a
range of cabin
layouts, from Fuel Prices and Turboprops
an all-economy Whatever improvements DHC chooses
arrangement to to make to the Dash 8 and whatever
dual-class,
market opportunities it decides
extra-capacity
and combi. to pursue, it is likely the bigger
Bombardier Commercial economic picture will be key to
Aircraft the aircraft’s fortunes.
The last decade or so demonstrated
how turboprop sales are closely linked
to fuel prices. The International Air
Transport Association’s Jet Fuel Price
Monitor shows fuel prices rocketed from
$30-40 per barrel in the early 2000s
to $100/barrel in 2008 and then $140/
barrel in 2012.
With regional jets using more fuel,
rising prices meant business for
turboprops picked up. By early 2007,
Bombardier had sold only a couple of
hundred examples of the Dash 8-400
since launching it 12 years before (sales
of the rival ATR were similarly weak).
By 2014, the orderbook had doubled to
more than 500 aircraft.
Fuel prices fell sharply from mid-2014,
however, because of various global
geopolitical factors, dropping down to
$40/barrel by mid-2015. Although prices
have rebounded since then, they remain
below $80/barrel at the time of writing
late in 2019.
The falling prices mean it is cheaper
to operate regional jets than it did a few
years ago, which reduces the urgency
to use less expensive equipment. This
has stifled demand for turboprops: sales
of the Dash 8-400 fell back from 41 in
2014 to 26 in 2015.
The last couple of years have seen
ups and downs. There was an increase
in sales (to 68 aircraft) in 2017 thanks
to a large purchase by Indian carrier
SpiceJet, followed by a drop to just ten
orders in 2018 and then another large
upswing in 2019.
Despite the market’s characteristic
peaks and troughs, DHC stressed
to AIR International: “Fuel price has
always been a critical consideration
for aircraft selection and the turboprop
offers the best fuel efficiency on
short-haul operations. Irrespective of
fuel price, operators can reduce their
exposure to fuel price volatility by
selecting the turboprop.”
Overall, DHC believes the Dash
8-400 offers a solid package: an
efficient aircraft with advanced
technology, high performance and
flexibility for different tasks. AI

78 AIR INTERNATIONAL
 REGISTER FOR YOUR COMPLEMENTARY* SUBSCRIPTION

NUMBER ONE FOR EDITORIAL

QUALITY & INDEPENDENCE
Published nine times a year and for over 50 years, Airports International is the leading magazine for keeping
the industry informed of the most significant international developments and technological innovations.

Editorial insight, delivered across print, digital and online platforms, includes the major areas of
airport investment, airside in the terminal and land side, as well as regulatory issues,
environmental and sustainability challenges and global trends.

Available in printed or digital format, registering is quick and easy. In just five minutes you
could be registered to receive the world’s number one airport magazine.

LOG ON AT www.airportsinternational.com

iPhone & iPad Android Available on

PC, Mac, kindle fire and
Windows 10 from

PC & Mac kindle fire

AIRPORTS INTERNATIONAL IS FREE*

TO ALL QUALIFIED PERSONNEL!
*The publisher reserves the right to refuse an application
for a free copy if the completed registration does not
comply with the publisher’s terms of control.

Non-qualifying readers visit www.airportsinternational.com

or call +44(0) 1780 480 404.

445/19

Requirements for app: registered iTunes account on Apple iPhone, iPad or iPod Touch. Internet connection required for initial download. Published by Key Publishing Ltd.
The entire contents of these titles are © copyright 2019/2020. All rights reserved. App prices subject to change. After three years, you will be prompted to update your details to renew your subscription.

445 API Subs Reg fp.indd 19 27/11/2019 14:24

MILITARY Attack Helicopters

Mean Havoc
Rising Part 2
In the second of a two-part feature on the Russian attack rotorcraft,
Alexander Mladenov examines the Mi-28NM – today, the definitive Havoc
– as well as the different versions developed for export.

80 AIR INTERNATIONAL

T
he Mi-28NM is the latest
derivative of the attack
helicopter built for the
Russian Aerospace Forces’
Army Aviation branch, boasting an
all-new targeting complex combined
with a sophisticated self-protection
suite. It also offers significantly
improved flight performance in ‘hot
and high’ conditions, thanks to a
more efficient main rotor system and
more powerful engines.
Under development since 2009, the
Mi-28NM was planned as the definitive
Havoc derivative, free of the shortcomings
that handicapped its Mi-28N predecessor
(see part one in the January issue of AI).
The new derivative features an enhanced
version of the N025 mast-mounted radar
in addition to an integrated self-protection
suite and an all-new GOES-451M
multi-sensor day/night targeting payload.
All this is combined with an improved
flight/navigation avionics suite and new,
longer-range anti-tank guided missiles
(ATGMs). This version also added a new
data link system.
The Mi-28NM’s performance
improvements were achieved by using a
new, lighter airframe structure, the latest
main and tail rotor systems, new main
gearbox and uprated Klimov VK-2500P
turboshafts with full-authority digital
engine control (FADEC) and an added
surge-protection mode. This engine
is rated at 2,800shp in one engine
inoperative (OEI) mode, while take-off
rating is 2,500shp and cruise rating
is 1,700shp; testing was reportedly
completed in November 2018.
Attack Helicopters MILITARY
The current, more efficient rotor ABOVE:
blades sport a revised profile and tip The Mi-28NM
is seen as the
design for much increased lift. This, definitive ‘Havoc’,
combined with the more powerful with vastly
engines, enhances overall agility expanded mission
and flight performance in a ‘hot and capability thanks
to enhanced
high’ environment. For instance, performance,
maximum level speed is increased new sensors and
to 201mph/324km/h compared with guided weapons
186mph/300km/h for the Mi-28N. that enable standoff
operations against
The Mi-28NM’s data link system
well-defended
enables an expanded range of targets, even in bad
netcentric operations, including use of weather. via Alexander
targeting information supplied by UAVs. Mladenov
The aircrews can also control UAVs at
a distance of up to 31 miles (50km). A
helmet-mounted display and cueing
system by Russian manufacturer GRPZ
will be added to the Mi-28NM’s mission
avionics suite at a later stage.
www.airinternational.com 81
MILITARY Attack Helicopters
A vastly improved derivative of the
N025 developed for the Mi-28NM
began testing in prototype form in
October 2017. It features new hardware
and software to provide additional
operating modes and a faster scan rate
in the air-to-air mode, the capability
to track more targets than the basic
N025, and improved target and obstacle
positioning accuracy. It also has a
full weather detection capability and
newly added identification friend or
foe (IFF) mode, with transponder and
interrogator. The new radar is capable
of 360̂° scan, has a much more powerful
computer and operates in two bands
simultaneously – the usual Ka-band
of the N025 plus X-band using the
same parabolic reflector antenna. This
dual-band capability offers a significant
82 AIR INTERNATIONAL
Last March, the sole Mi-28NM prototype,
'Yellow 701' was combat-tested in Syria,
flying day and night missions.
The Mi-28NM’s sole prototype was
first flown in October 2016 and its
testing was reportedly completed by
November 2018. via Alexander Mladenov
improvement in target positioning supersonic missiles can be carried. The
accuracy. The new radar is also touted weapon has a maximum range of 5.4nm
as being capable of tracking up to ten (10km) and provides 1,100mm armour
targets simultaneously. penetrating capability.
The Mi-28NM also features a The supersonic Khrizantema-VM has
simplified maintenance and increased dual guidance, employing semi-active
time-between-overhauls (TBO) laser and semi-active radar methods.
intervals for all major systems. The latter requires use of a dedicated
targeting radar which is housed in a
New Missiles pod under the port wing, while the
The Mi-28NM’s weapons suite has also starboard wing houses a four-round
been beefed up, thanks to integration ATGM launcher. Radar guidance is
of the new 9M123M Khrizantema-VM, useful in poor visibility conditions and
developed by the KBM company of other situations when laser guidance
Kolomna. Up to four tube-launched may have been compromised.
ABOVE:
The 9M123M
Khrizantema-VM
anti-tank guided
missiles are seen
in their launch
tubes on a four-
round APU-Kh-V
launcher unit
under the Mi-
28NE’s starboard
wing. This
missile, boasting
a powerful
armour-piercing
warhead, has a
dual guidance
system and offers
a poor-weather
engagement The first two pre-series Mi-28NMs,
capability thanks ‘Red 70’ and ‘Red 71’, were handed
to its semi-active over to the Russian defence
radar-homing ministry for test work last June.
guidance method. Rostvertol
Alexander Mladenov
 Attack Helicopters MILITARY

As many as 98 series-
production Mi-28NMs are
on order for the Russian
Aerospace Forces’ Army
Aviation branch, with the
first six of these slated
for delivery in 2020.
Alexander Mladenov

The Mi-28NM prototype equipped with the new LMUR long-range missile
during firing trials near Moscow in 2019, as shown in the Zvezda TV movie.
The missile has been intentionally blurred by censors as it’s still highly
classified and little definitive information has been released. Zvezda TV

Mi-28NM’s LMUR Missile Breaks Cover

A new air-to-surface multi-role missile integrated on the
Mi-28NM, dubbed LMUR (Light Multi-role Unified Missile), was
revealed in public for the first time last June by the Russian
defence ministry’s Zvezda TV channel. The missile – shown being
tested from the Mi-28NM prototype – was masked on the video
footage to conceal design details, and only scant data has been
revealed so far.
According to the Mi-28NM’s chief designer Vitaly Sherbina, this
is the first Russian-made multi-role helicopter-launched missile
to be used in both the air-to-air and air-to-surface roles and is
fitted with a seeker in the nose for terminal guidance. However,
he declined to reveal details of the missile’s developer and
manufacturer.
The LMUR is around 8.2ft (2.5m) long, the calibre is
approximately 9.8in (250mm) and it weighs between 300 and
440lb (150 and 200kg). The missile is fitted with an increased-
power warhead, said to be capable of knocking out main battle
tanks and small vessels. The Zvezda video also hinted that the
new missile uses an imaging infrared seeker.
According to Russian news agency TASS, the new missile is
also known as Izdelye 305 (Product 305). It has been designed
for standoff range, outfitted with a warhead capable of dealing
with hardened targets such as concrete shelters and armoured
fragmentation version, known as the targets as well as the ZAB series of
vehicles in addition to mobile short-range air defence systems.
9M120-1F-1, is also said to be effective napalm canisters.
The new missile has a lock on after launch guidance mode,
against air targets, while the high- The Mi-28NM is also set to receive
with inertial guidance in the initial phase of flight and mid- explosive/thermobaric 9M120-1F was the KBM 9M336 Verba heat-seeking
course correction by an operator, with commands transmitted designed for use against personnel in air-to-air missile with a range of up
via data link. TASS suggested the missile has a range of up to the open or hiding in buildings, bunkers to 3.7 miles (6km), fired from a four
13nm (25km) and was used for the first time in combat in Syria, and caves. round Strelets-VM launcher. The Verba
launched by the Mi-28NM prototype in trials there last March. Air-to-ground capability is further offers improved lethality and reliability
enhanced thanks to 100kg (220lb), and uses an all-new nitrogen-cooled
250kg (551lb) and 500kg (1,102lb) freefall highly sensitive infrared seeker, which
The Mi-28NM can also use the RIGHT: In high-explosive bombs for greater works in three bands simultaneously for
new 9M120-1 Ataka-VM (Ataka-1) August 2018, a lethality when used against hardened improved jam-resistance.
version provided with laser-beam significantly
improved
riding guidance, replacing the older Mi-28NE
Ataka-V equipped with the obsolescent sub-version
radio-command guidance. This missile with a new
is much more affordable than the rotor system,
more powerful
Khrizantema-VM and has a maximum
engines and
range of 3.7 miles (6km). expanded
The Ataka-VM’s anti-armour version weapons
is equipped with a 16.3lb (7.4kg) options was
tandem warhead of telescopic design, presented in
a new-style
capable of perforating 850mm of pixelated
rolled homogeneous armour after camouflage.
defeating reactive armour. There are This scheme is
two additional Ataka-1 versions in now used, in one
production, fitted with high-explosive/ form or another,
on all Russian
thermobaric or blast/fragmentation Helicopters’
warheads, and using proximity fuses demo aircraft.
for improved lethality. The blast/ Alexander Mladenov

www.airinternational.com 83
MILITARY Attack Helicopters
Flight Testing
The new Havoc derivative is still in
development at Mil Moscow Helicopter
Plant (MHP). Its first prototype
completed its maiden flight in October
2016 and low-rate production had been
launched at Rostvertol by 2018. Last
March, the sole Mi-28NM prototype,
‘Yellow 701’, was combat-tested in Syria,
flying day and night missions.
The first two pre-production Mi-28NMs
bound for the Russian defence ministry
– to be used for evaluation and testing
– were ordered in December 2017. They
were due for delivery by the end of 2018,
but in the event, this was postponed and
handover took place on June 23, 2019.
Yury Borisov, Russia’s then deputy
defence minister responsible for the
weapons systems procurement, told
the press in January 2018 that all future
Russian defence ministry orders would
be for the new and radically improved
Mi-28NM version, which differs greatly
from the Mi-28N and its slightly
improved Mi-28UB derivative. By early
2019, the initial Mi-28NM order was
expected to be for 18 examples.
However, on May 15, 2019 Russian
President Vladimir Putin called upon the
defence ministry to increase the Mi-28NM
order, requesting that no fewer than 100
should be delivered by 2028.
Not long afterwards, on June 27, 2019,
a large-scale order for the Mi-28N –
covering as many as 98 examples – was
signed, in the presence of the president.
First deliveries are planned for 2020,
when six Mi-28NMs are earmarked for
handover, while the last examples are set
to be taken on strength by the Russian
military at the end of 2027.
Foreign Customers
The Mi-28NE export derivative was
developed in 2009-10. In 2011, it lost to
the AH-64D Apache Longbow in the
84 AIR INTERNATIONAL
it placed an order for 42 helicopters in
December 2013. These aircraft were to be
based on the improved Mi-28NU airframe
with dual controls. First deliveries were
reported in 2016, with completion
expected by 2019 or 2020. The Havoc
derivative developed for Algeria is
equipped with a more comprehensive
integrated self-protection suite
comprising the L150 Pastel radar warning,
L370-2 missile warning and L140 Otklik
laser warning sensors as well as engine
infrared suppressors. There are eight
UV-26 36-round chaff/flare dispensers for
ABOVE: The improved Mi-28NE of the so-called ‘2018 Edition’ is being offered ejecting 26mm chaff and flare cartridges
with all-new, ‘multi-cyclone’ dust and sand protection devices with a claimed housed in the wingtip pods.
93% efficiency. In contrast to the traditional PZU inlet protectors equipping the
Mi-24 and Mi-28NE fleets, these do not reduce engine power. Alexander Mladenov The export derivative is also being
offered with the N025E mast-mounted
radar as an option. At least three of
the radar-equipped Mi-28NEs were
delivered to Iraq in 2015, while all of the
Algerian machines are believed to be in
this ‘full-standard’ configuration.
A significantly enhanced Mi-28NE
derivative, tailor-made for demanding
export customers, was publicly unveiled
for the first time at the Army-2018
defence exhibition in Kubinka near
Moscow in August 2018. It featured
a range of newly introduced design
features, apparently added as a result
of lessons learned in combat in Iraq
ABOVE: A trio of iron bombs weighing between 100 and 500kg are on offer for since 2016 and also from new customer
the improved Mi-28NE derivative, intended to enhance its lethality when used
against area targets lacking air defence coverage. Alexander Mladenov
requirements raised by the two existing
customer nations (Iraq and Algeria) or
BELOW: Indian attack helicopter tender for 22 even by some future customers.
In addition to the aircraft, but nevertheless retained good This latest Havoc derivative offered
extensive armour chances of sales to a range of loyal for export features a brand new main
protection customers elsewhere in the world. rotor system with more efficient blades
measures, the Mi-
28N/NE/NM also The launch customer for the Mi-28NE combined with increased-power Klimov
introduced flight- was the Iraqi Air Force, with an order VK-2500-01 turboshafts, rated at 2,400shp
critical system for 15. The Mi-28NE contract between each in take-off mode. The latest engines
redundancy and Moscow and Bagdad was signed are equipped with all-new dust protection
offered increased
agility in a bid
in 2013 and the first deliveries were devices, designed and manufactured in
to better avoid reported in August 2014. Russia with a claimed 93% effectiveness
ground fire. Algeria became the second and, so against dust and sand, without reducing
Alexander Mladenov far, largest customer for the type when the engine power output.

BELOW: One of
the two pre-series
Mi-28NM in flight,
showing its
expanded arsenal.
Alexander Mladenov
The Mi-28NE has the new, more
efficient main rotor blades originally
developed for the Mi-28NM, enabling a
maximum speed of 170kts. The increased
lift also brings normal take-off weight
up to 25,346lb (11,500kg), compared
with 24,024lb (10,900kg) for the initial
Mi-28NE, while maximum take-off weight
reaches 26,668lb (12,100kg).
The enhanced Mi-28NE is also
equipped with new external fuel tanks
which are rubber lined for self-sealing of
punctures caused by bullets or fragments
of high-speed missile warheads.
The Mi-28NE’s mission avionics
incorporate an improved OPS-28M
ABOVE: The Mi-28N/NE Night Hunter is equipped with the BREO-28N integrated digital avionics suite with its
weapons control system based around the OPS-28N Tor electro-optical system, seen here installed in a drum-
shaped assembly in the nose. This is provided with two optically flat windows for a FLIR, TV camera and laser
rangefinder/designator. Alexander Mladenov
Attack Helicopters MILITARY
electro-optical targeting system with
EO/IR sensors. Its tank detection range
is extended to 6.2 miles (10km) during
daytime, with target recognition range up
to 5.6 miles (9km). At night, the thermal
imager offers a detection range up to 5.6
miles (9km), while recognition range is
claimed to be up to 4.3 miles (7km).
The Mi-28NE also features updated
equipment for UAV connectivity with a
range of up to 31 miles (50km), enabling
it to receive live video feed and other
targeting information derived from the
UAV’s sensors.
The helicopter’s self-protection is
boosted, thanks to the addition of the
President-S integrated suite, including ABOVE:
the L150-28 Pastel radar warning The Strelets-
VM four-round
receiver, L140 Otklik laser warning
launcher unit,
receiver (LWR) and L370-2-01 ultraviolet offered for
missile approach warners (housed in the improved
wingtip pods together with the LWR Mi-28NE, can
sensors for 360° coverage in horizontal accommodate the
plane). The L370-5 directional laser new 9M336 Verba
air-to-air heat-
jammer uses a single ball turret installed seeking missiles
under the fuselage, while four UV-26M for considerably
32-round countermeasures dispenser increased
units for pumping out 26mm flares lethality. The
are installed in wingtip pods. The laser enhanced Night
Hunter for export
jammer operates in conjunction with
customers is also
the existing UV-26 countermeasures equipped with
dispenser units. Rostvertol claims that wingtip pods
the self-protection suite can jam two housing missile
IR-guided missiles approaching the approach and
laser warners
helicopter simultaneously.
looking forward
The weapons system has also and aft, together
been beefed up significantly thanks with UV-26 chaff/
to the integration of the new 9M123M flare dispensers
Khrizantema-VM ATGM, introduced for firing side-on.
the first time with the Mi-28NM. AI Alexander Mladenov
www.airinternational.com 85
CONFERENCES AND EVENTS 2020
A panoramic view of the Singapore event’s
varied static display in 2018. Exhibits ranged
from fighter jets to commercial airliners.
Singapore Airshow
Events &
Conferences Your Guide to the Aviation Business
Put your industry event in the spotlight
Global business relationships lie at the heart of aviation and
space exploration expos, conferences and shows, so Aviation
International is the perfect partner to help you capitalise on
those opportunities.
In this edition we provide a three-page guide to the key events
taking place in early 2020, with detailed listings showing what’s
on and where, which we’ll be updating every month.
From essential trade events and airshows where the major
industry deals are sealed to niche gatherings of emerging
innovators and specialist launches – we have it covered.
If your event is not featured, assistant editor Khalem Chapman
and advertising manager Ian Maxwell are on hand to assist.
Just contact them at airinternational@keypublishing.com
to learn how Air International and its portfolio of sister titles can
enhance your aviation event exposure.
86 AIR INTERNATIONAL
FEBRUARY
Maritime Reconnaissance and
Surveillance Technology Conference
February 5-6
Crowne Plaza Rome – St Peter’s Hotel & Spa, Via Aurelia Antica,
415, 00165 Roma RM, Italy
The only maritime ISR meeting in Italy returns for its fifth edition.
The conference will focus on maritime space domain awareness,
bringing together nations and experts to discuss such topics
as space-based ISR, airborne platforms and operations, C4ISTAR,
unmanned aerial/maritime vehicles and hydrographic platform.
Defence Expo (DEFEXPO) India
February 5-8
Vrindavan Yojna, Sector 15, Lucknow, Uttar Pradesh
India’s premier defence expo returns for its 11th edition, covering
many of the nation’s aerospace and defence interests.
DEFEXPO brings together military/government delegations with
companies/professionals who between them present trade visitors
with the latest in technology and equipment. The last edition, held in
2018, saw more than 700 international exhibitors participate.
 2020 CONFERENCES AND EVENTS

An Airbus A400M, serial TK.23-02 ’31-

22’, of the Ejército del Aire (Spanish Air
Force) attending FIDAE 2018.
FIDAE

Singapore Airshow
Trade days, February 11-14
Public days, February 15-16
Singapore Changi Airport
This biennial trade show will once again be welcoming international
manufacturers and start-up businesses as well as military/
government and corporate delegations through its gates. Since its
inception in 2008, the Singapore Airshow has quickly grown into one
of the largest aerospace and defence events in Asia. At the last show,
1,062 companies participated from 50 different countries and trade
visitor numbers totalled 54,151 from 147 nations and regions. There
were 1,464 exhibitor delegation meetings attended by 816 accredited
media representatives from 255 different outlets and 287 separate VIP
delegations from 91 countries. Trade events, conferences and shows are used as a basis to teach and inspire the next
generation of aerospace professionals. Singapore Airshow

MARCH
The Defence Logistics Central and
Eastern Europe Conference
March 3-4
Novotel Budapest Centrum, Budapest
This annual conference returns for its fifth iteration and takes place for
the first time in Hungary. The event will address the current political
climate in Europe and the increasing need for militaries to bolster their
logistical capabilities. Other topics include regional updates, heavy lift
(rail and air), MRO (maintenance, repair and overhaul) and fuel logistics.

The Abu Dhabi Air & Heli Expo

Foreign delegates get up close and personal with defence equipment at DEFEXPO 2018.
DEFEXPO
March 4-6
Al Bateen Executive Airport, Abu Dhabi, UAE
Returning for its sixth edition, this trade expo is aiming to build on
the success of its last outing which boasted 195 companies from 47
countries and regions, exhibiting 100-plus aircraft and attracting more
than 13,000 trade visitors.

www.airinternational.com 87
CONFERENCES AND EVENTS 2020

AERO Friedrichshafen saw the unveiling of the AutoFlightX V600 – a prototype electric, vertical take off transition aircraft. AERO Friedrichshafen

The International Aerospace & Defence which saw 533 companies from 59 countries exhibiting, with 525
Exhibition (IADE), Tunisia professional delegations (both military and civil) in attendance.
March 4-8
Djerba-Zarzis International Airport, Mellita.
A welcome newcomer to the scene, the inaugural IADE is expected APRIL
to attract more than 200 companies, together with civil/military
delegations from African and Middle Eastern nations. AERO Friedrichshafen
April 1-4
Bodensee Airport Friedrichshafen, Germany
Feria Internacional del Aire y del One of the leading general aviation trade fairs on the calendar,
Espacio (FIDAE) this event will mark its 28th edition with a programme of more
Trade days, March 31-April 3 than 200 exhibitions and workshops, as well as providing the
Public days, April 4-5 opportunity to see the latest aircraft and equipment on display.
Aeropuerto Internacional Arturo Merino Benìtez, Santiago, Chile
This biennial international air and trade show is celebrating its Eurasia Airshow
40th anniversary this year. It aims to improve on 2018’s statistics Trade days, April 22-24
Public days, April 25-26
Antalya Airport, Turkey
Key players from the international aerospace community
will come together with government, military and corporate
delegations at this event. The organisers are expecting more than
100,000 visitors from 100 different countries and regions this year,
along with up to 500 international exhibitors and 150 civilian/
military delegations.

General Aviation Expo

April 25
IWM Duxford, Cambridge, UK
Before the UK’s airshow season properly gets under way, this
event enables allows visitors to meet, network, learn and build
lasting connections with experts from across the general aviation
community. This is the annual expo’s second outing and is intended
to appeal to professionals, hobbyists, enthusiasts and everyone
Singapore Airshow. with a passion for flying.

88 AIR INTERNATIONAL
 OVERSEAS SUBSCRIPTION OFFERS

HOW MUCH WILL

YOU SAVE?
when you subscribe direct
NE
W
LO
O K!

SAVE ON SHOP PRICES

EU subscription USA subscription RoW subscription
From £56.99 From £52.99 From £59.99
Save up to £54 Save up to £57 Save up to £41
TWO EASY WAYS TO ORDER Customer code: AI010220

ORDER ONLINE CALL US NOW

www.airinternational.com/suboffer +44 1780 480404
Monday to Friday 9.00am until 5.30pm GMT
UK
USA reader wishing to pay in US dollars? Customer?
Visit www.imsnews.com/airinternational or call See pages 46-47
toll-free 757 428 8180 for our latest
subscription
903/19 * Savings based on 1-year subscription ordered direct vs 12x cover price deals.
in Europe, USA and other countries where stocked.

903 AI Subs fp FEB20.indd 89 19/12/2019 12:28

MILITARY Maintenance, Repair and Overhaul
T
BELOW: here’s no fixed template
An early twin-seat for military aircraft that
Eurofighter are retiring from service.
Typhoon T1. These Aircraft that are at the end
are now being
reduced to spares
of their useful life for an operator
under the UK’s – either having become surplus to
Reduce to Produce requirements, obsolete or outdated
(RTP) scheme. – can be shipped to the scrapyard,
Jamie Hunter placed in storage or displayed in
museums. However, there has been a
market for the acquisition of certain
types, enabling less developed
air arms to procure what others
no longer require to fill capability
requirements. It lets countries with
smaller defence budgets acquire
equipment as it cascades from those
that typically feature a larger global
presence, such as the USAF. This
market gives nations with more
Retirement J
developed air arms the option of
90 AIR INTERNATIONAL
selling or donating used, proven
platforms that still have some
operational life left in them. As one
arm recapitalises and drives new
technology and manufacturing,
another is presented with a
cheaper alternative by procuring
a fleet of respectable aircraft to
cost-effectively modernise their own
fighting forces.
There are numerous cases of still
operationally capable military aircraft
being retired early because they have
reached the end of their useful life
with their current user. The RAF, for
example, has retired and reduced to
spares its early Tranche 1 two-seat
Eurofighter Typhoons. These were
deemed to be a ‘legacy’ fleet that
were no longer required, with much
of their training role having migrated
to the simulator. The cost of operation
of these airframes was outweighed by
the need to reduce the fleet footprint.
The RAF tried unsuccessfully to sell
the jets – so breaking them down to
be used as spares sources was the
next best option.
The US Army has forged a lucrative
business of supplying allies with
equipment from its surplus materiel
stocks. The end of useful service life
can be for a host of reasons, whether
brought about by recapitalisation or
budget cuts – resulting in a type being
removed from service prematurely
or simply because it is necessary to
reduce overall force levels. Moreover,
the US military has on occasion
decided that it can afford to relinquish
a role that can safely be assumed by,
and at the cost of, allied nations.
 Maintenance, Repair and Overhaul MILITARY

Selling 'Old Kit’ LEFT: The US Army’s

last operational
Equipment is traditionally sold or
OH-58D unit was
gifted to nations that require aircraft, 1st Squadron, 17th
providing a solution to a clear Cavalry Regiment.
capability requirement, or to enable Its Kiowa Warriors
a vendor country to eliminate an were retired
enduring mission that it has been following its final
deployment to
forced to cover. The Excess Defense
Yongin, South Korea,
Article (EDA) programme enables US in 2016.
allies and partners to acquire US Army/SSgt Ken Scar
(second-hand) defence equipment at a
reduced price, based on its condition.
The ally typically pays for the packing
and transportation of the kit, along
with any necessary upgrades or
refurbishments, although even that is
sometimes included in the deal.
The US Army’s decision to retire
the entire fleet of Bell OH-58D
Kiowa Warriors en masse created an

t Jobs
unprecedented opportunity for EDA

There is a regular demand for second-hand,

surplus military aircraft. In recent times,
global demand has increased massively
with both air arms and defence contractors
eyeing up used aircraft. Air International’s
Jamie Hunter and Khalem Chapman look at
the rising trend for 'buying used'.

www.airinternational.com 91
MILITARY Maintenance, Repair and Overhaul

ABOVE: An RC-135W is an example of a situation where

Rivet Joint (ZZ664) recapitalisation is undertaken to
of the RAF’s No 51 support industry. The huge CH-47F ICH
Squadron departs
RAF Waddington, (Improved Cargo Helicopter) project
Lincolnshire, in from Boeing released large numbers of
2014. The three CH-47Ds. The US Army couldn’t afford to
RAF aircraft are wait until all of its CH-47Ds were ready
reworked ex-USAF
to retire, so there was an overlap period
KC-135s. MoD/Crown
Copyright and a surplus of current models with
generous levels of service life remaining.
RIGHT: AMARG is Transport aircraft, such as the
the largest aircraft Lockheed C-130 Hercules, are also hugely
storage and
preservation facility
in demand. Following the big US military
in the world. Not recap of the platform with the J-Model,
all aircraft stored many older E and H models came on to
here make it onto sales. This demonstrated how quickly models for training purposes and ten the second-hand market. Many required
the surplus sales surplus aircraft can be requested, aircraft for spares use. This deal is an significant upgrades, including expensive
market – many will
likely spend the rest purchased and delivered. Croatia excellent example of the value for money new centre wing boxes and navigational
of their lives in the officially sought 16 Kiowa Warriors in the procurement of surplus military compliance enhancements.
‘boneyard’, like early 2016, the first five were delivered aircraft can provide governments. In Numerous nations have procured
these retired C-5 to the Croatian Air Force in June of that total, Greece paid €44m (US$48.65m) surplus older C-130s to provide a tactical
Galaxy aircraft.
year and the final 11 aircraft arrived in for all 70 OH-58Ds, giving each light transport mission for their air forces over
USAF/SSgt Perry Aston
December. In 2017, Tunisia acquired attack/scout/training helicopter a value the years, some of which have been
24 OH-58Ds via the EDA in a deal of €630,000 (US$696,701). brought back into operational service,
BELOW: USAF
worth US$100.8m. The US stated OH-58s are not the only platform to despite spending long periods of time in
C-130s stored at the that the platform would improve the have been acquired via the EDA. The deep storage. Four former-USAF C-130B
309th Aerospace country’s capability to “conduct border Hellenic Army also procured ten former Hercules were brought out of the Aircraft
Maintenance and security and combat operations against US Army CH-47D Chinooks through Maintenance and Regeneration Group
Regeneration terrorists”. Of the 24 acquired, 18 appear the programme. Greece paid €150m (AMARG), Arizona – often known as
Group (AMARG) at
Davis-Monthan Air to be operational, leaving six for pilot (US$165.8m) for the heavy-lift tactical ‘the Boneyard’ – to be operated by the
Force Base, Arizona, training and aircraft spares. Greece transport helicopters, giving them an Bangladesh Air Force (BAF). The aircraft
in September 2019. purchased 70 former US Army OH-58Ds individual price of €15m (US$16.58m). To were delivered in 1999 and began
The AMARG is also for the Hellenic Army through the EDA compare with the latest, COTS variant operations in 2002 from BAF Base
home to aircraft in in January 2018. All 70 were delivered of the Chinook – the CH-47F – each Bashar, Dhaka. In 2005, three former-
deep storage from
across all services via cargo ship to the European nation individual aircraft is roughly half the USAF C-130Es entered operational
of the US military. in May 2019. The package included 36 price, with new-build examples priced service with the Iraqi Air Force and the
USAF/A1C Jacob T Stephens fully operational Kiowas, 24 incomplete between US$25.1m and US$32m. This Afghan Air Force received four C-130Hs
between 2013 and 2015 for operations
with the 373 Fixed Wing Squadron. All
of these aircraft are still in operational
service with their respective air arms.
Although the introduction of the Super
Hercules was the reason behind the rise
in surplus sales of older C-130 variants,
the newer type has also featured on the
second-hand market. In the Strategic
Defence and Security Review (SDSR)
2015, the UK Ministry of Defence (MOD)
felt that reliance on the C-130J within
the RAF would be reduced following
the introduction of the Airbus A400M
Atlas. From that, the MOD decided to
prematurely retire and sell the RAF’s
short-bodied C-130J (Hercules C5)

92 AIR INTERNATIONAL

aircraft. These have since been snapped
up, with a total of five being purchased
by the Bangladesh Air Force, two being
acquired by the Royal Bahraini Air Force
and a single example being bought by
the US Navy to replace the Blue Angels
aerobatic team’s C-130T – a jet-assisted
take-off (JATO) version of the Hercules,
which was employed as the team’s
support aircraft. The US$29.7m deal was
cemented in June 2019.
Old Platform, New Mission
Special mission platforms are also in
demand, mainly from less developed
air arms. In September 2019, Argentina
announced it had finalised a deal with the
US for the procurement of four former-US
Navy Lockheed P-3C Orions to replace
the nation’s ageing P-3Bs, which were
acquired between 1997 and 1999 and
are currently non-operational due to the
need for major structural refurbishment.
The four aircraft will be sourced from the
AMARC, where they are currently stored.
Deliveries are expected to begin in 2020.
Airbus’ C-295MPA was also in contention
to provide the Argentine Navy’s next
generation maritime patrol mission. The
government elected to acquire surplus
P-3Cs from the US as the aircraft were
cheaper and provided commonality for
Argentine pilots who previously flew the
P-3B, meaning less training would be
needed to operate the aircraft.
BELOW: A Republic of Korea Navy P-3C Orion arrives at Marine Corps Base
Hawaii for the Rim of the Pacific (RIMPAC) exercise in June 2018. Recently
retired by the active duty US Navy, the P-3C has already established its
place on the surplus aircraft market. US Navy/Y2C Breanna Ancheta
Maintenance, Repair and Overhaul MILITARY
RIGHT: Draken
International's
twin-seat Mirage
F1B, N552EM,
completed its
post-regeneration
flight in November
2019. Draken
When it comes to special missions
aircraft, it’s not only smaller air arms and
BELOW:
309th AMARG
defence contractors that take advantage
mechanics of available surplus types; larger, more
work to remove established and better funded forces
a resident have also purchased them for operational
F/A-18C Hornet’s use. Following the UK’s SDSR 2010,
stabilator in June the MOD elected to retire its ageing
2016. The aircraft
BAe Systems Nimrod R1 fleet, along
was later moved
to a Boeing with scrapping its then in-development
maintenance replacement – the Nimrod MRA4. At
facility in the time, the MOD also initiated Project
Jacksonville, Airseeker, which saw acquisition of three
Florida, to be Boeing KC-135R Stratotankers, formerly
upgraded and
operated by the USAF and stored in the
returned to
service with the AMARG. These tankers were stripped
US Marine Corps. and converted into RC-135W Rivet Joints
USAF/Alex R Lloyd by L3 Communications in Greenville,
Texas. The surplus aircraft replaced the
Nimrod, continuing in signals intelligence
for the RAF. The first was delivered in
2013 – following conversion – and the
final one arrived in mid-2017. The RC-135
is also operated by the USAF, with RAF
examples considered an extension of the
USAF’s fleet.
In terms of fighter aircraft, one platform
has been the most prominent on the
second-hand market – the Lockheed
Martin F-16 Fighting Falcon. These have
been sourced from several air arms,
including the Belgian Air Component
(BAC), Royal Netherlands Air Force
(RNLAF) and the USAF/US Air National
Guard (ANG). Jordan has been a procurer
of surplus F-16A (Block 20 MLU) Fighting
Falcons for more than 20 years through the
‘Peace Falcon I/II/III/IV/V/VI’ programmes.
Since 1997, 79 aircraft have been delivered
to the Royal Jordanian Air Force (RJAF),
with some originating from Belgium and
the Netherlands and others being former
USAF/ANG examples sourced from deep
storage in the AMARC and regenerated for
RJAF use. In Jordanian service, the F-16A
(Block 20 MLU) replaced the air arm’s
Mirage F1CJ/EJ fleets.
More updated variants of the F-16
have also been exported as surplus
military equipment. In November 2011,
the US Defense Security Cooperation
Agency (DSCA) approved the foreign
military sale (FMS) of 24 F-16C/D
(Block 25A) Fighting Falcons – along
with associated equipment and
support – to the Indonesian Air Force
in a US$750m deal. These aircraft were
once again sourced from the AMARG
but were regenerated for Indonesian
service under ‘Peace Bima Sena II’
www.airinternational.com 93
MILITARY Maintenance, Repair and Overhaul
ABOVE: Draken (or the F-16 Indonesia Regeneration
International’s
single-seat Mirage
Program). They were ordered to
F1M, N574EM – a complement the country’s remaining
former Spanish Air F-16A/B (Block 15AE/AF/AG OCU)
Force fighter – now Fighting Falcons, which were delivered
set for a new life in 1990. The regeneration upgraded the
as a civil-operated
aggressor aircraft aircraft making them more compatible
wearing new ‘digital with Block 50/52-standard F-16s,
camouflage’. Draken although they still lacked certain
features employed by more recent
variants of the type. The first batch
of F-16s were delivered in 2014,
concluding in January 2018. Indonesia
is now looking to purchase new,
off-the-shelf F-16V Vipers – Lockheed
Martin’s latest version of the aircraft.
Old Dogs New Tricks
BELOW: Procuring surplus platforms for
Many aircraft hosted continued operational use is not an
by the 309th AMARG option only available to military air
are gutted for arms. Defence and civilian contractors
spares, as seen in
have also actively purchased fleets of
this bird’s-eye view
of rows of F-15s aircraft that had recently been retired
and F-16s sitting in from service from international air
the desert. forces but that fit with their operational
USAF/SSgt Perry Aston model. Contractors supporting
94 AIR INTERNATIONAL
adversary air (ADAIR), otherwise known
as ‘Red Air’, missions for contractor
owned/contractor operated (COCO)
requirements have been notable
beneficiaries of available surplus
aircraft. The Dassault Mirage F1 in
particular has found new life with these
contractors, having been retired en
masse over the past decade by France
and Spain. This presented an excellent
opportunity for the Airborne Tactical
Advantage Company (ATAC) and
Draken International. In mid-2017, ATAC
purchased 63 surplus French Air Force
Mirage F1s for €21m and the
Textron-owned company is currently
retrofitting and renovating the aircraft
to meet the US’s ADAIR contract
requirements. A year later, Draken
International announced its acquisition
of a 22-strong fleet of single-seat
Mirage F1Ms and twin-seat F1Bs from
the Spanish Air Force and is now
beginning to flight test the aircraft,
which have been retrofitted and
modernised by Paramount Group for
use in US ADAIR training.
It’s notable that these fighters must
fit a very specific operator cost model
to turn a profit. Military users are
often looking to secure deals that cost
them little, making it a challenge for
contractors to source suitable platforms.
The market for surplus military aircraft
for use by civil-based contractors
does not just focus on fighter jets; the
demand for retired air-to-air refuelling
aircraft, tactical/strategic and VIP
transports is also high and for different
reasons. When the Royal Norwegian
Air Force (RNoAF) retired its C-130Hs
and purchased four new-build C-130Js
from Lockheed Martin at a cost of
US$600m, the idea of those particular
aircraft continuing on with a different
operator in a new role grew. This was
caused by a number of factors. The five
C-130Hs had around half of their useful
service life left and they had recently
been upgraded. From the RNoAF’s
perspective, moving to the C-130J
provided a capability increase – the
Super Hercules offers a glass cockpit
as well as a number of enhancements.
It also allows the flight deck crew to be
reduced from five to three and Norway
was able to cut its overall fleet by one
aircraft. The country also sought to sell
its old C-130Hs to help offset the cost
of the new acquisitions. Initially, Canada
looked to buy the older Hercules, which
had been placed into storage in Arizona.
However, in November 2019, Coulson
Aviation (USA) Inc purchased the stored
C-130Hs from the Norwegian Defence
Materiel Agency (NDMA) for them to
be modified into aerial firefighters. The
NDMA initiated the sales process in
March 2018, but of the six companies
that had initially responded, ultimately
only Coulson Aviation were able to
provide the required documentation.
Surplus tanker aircraft particularly
attract interest from civil-based defence
contractors. One of the best examples
being Omega Aerial Refueling Services
(OARS), which provides support to
air arms – such as the RAF, Royal
Australian Air Force (RAAF) and Royal
Canadian Air Force (RCAF) – when
on deployment. OARS operates three
tanker aircraft – two Boeing 707-320s
and a McDonnell Douglas DC-10-40
– but in November 2018, the company
also took delivery of the first of two
surplus McDonnell Douglas KDC-10
tankers from the RNLAF. OARS received
the KDC-10 directly after it was retired
from Dutch service. The Netherlands is
replacing its current tanker force with
the Airbus A330 MRTT, which it will
operate jointly with Belgium, the Czech
Republic, Germany, Luxembourg and
Norway as part of the European Defence
Agency’s Multinational Multi-Role
Tanker Transport fleet.
OARS is not the only example of
second lives for surplus military tankers

though. In March 2014, the RAF retired
its nine-strong fleet of Lockheed L-1011
TriStars following the introduction of the
Airbus A330 MRTT Voyager KC2 and
KC3. Of the nine aircraft, three were
scrapped and the remaining six were
stored at Bruntingthorpe Aerodrome,
Leicestershire, earmarked for sale on
the surplus market. Not long afterwards,
Texas-based Tempus Applied Solutions
(TAS) announced its intention to acquire
the aircraft, aiming to provide services
to the US military. However, as a new
decade begins, the potential sale has
seemingly gone cold, with the ex-RAF
TriStars still in storage, despite having
received US registrations.
The market for former military operated
VIP transports is much larger, with
the aircraft themselves being smaller,
cheaper to operate and having spent
their operational lives in less role-specific
duties. Many of them are unmodified
BELOW: A US Forest Service C-130H, acquired through the secondhand market and modified as a firebomber. IWC
Maintenance, Repair and Overhaul MILITARY
business jets that can continue flying
in a similar capacity, being used as
private transport, training aircraft and in
some cases can be retrofitted into test
platforms by companies.
Despite the growing trend and the
positives for both second-hand sellers
and customers, some deals can be
considered controversial – look no
further than the MOD’s decision to retire
the British Harrier GR9 Force wholesale
in 2010. This caused a backlash from the
UK general public and media outlets,
despite the MOD citing the need to
make budget cuts. The axing of the UK’s
Harrier Force in late 2010 was criticised
when Operation Ellamy (NATO’s military
intervention in Libya in 2011) kicked off.
UK-based media outlets, members of
parliament and some of the general
public were vocal about the Harrier’s
absence. Further to that, in November
2011, the MOD announced that it had
LEFT: Omega sold the 72 recently retired Harrier
Air is taking two GR.9/9As along with associated spares
ex-Dutch KDC-10s to the United States Marine Corps
tankers, which will
give the company
(USMC) for £116m (US$180m) to be
an on-demand used as spares for its own McDonnell
book refuelling Douglas AV-8B Harrier II fleet as part of
capability. Khalem a Reduce-to-Produce (RtP) scheme. In
Chapman fact, due to a lack of commonality, the
canopies were reportedly the most useful
part of the aircraft for the new owners.
The RtP process sees retired
aircraft essentially gutted of valuable
equipment, spare parts and systems
for use on non-retired examples that
are still being used operationally, thus
giving remaining aircraft more available
spares. This fuelled the already negative
response to the retirement of the UK’s
Harriers. The criticism centred around
the fact that the UK upgraded 69 aircraft
to GR9/9A standard in 2003 and the
fleet still had viable operational life in it.
As a new decade begins, the trend
BELOW: A USMC for procuring surplus military aircraft is
AV-8B Harrier continuing, but it’s worth noting that as
II pilot from air arms diminish in overall mass, the pool
the 11th Marine of available airframes is relatively smaller.
Expeditionary Presenting budget-constrained air arms or
Unit (MEU)
commercial contractors with opportunities
prepares to
take off during to buy ‘kit’ that is no longer needed is
an air power an essential part of the military aviation
demonstration. ecosystem, providing a wealth of solutions
USMC/Cpl Israel Chincio in a wide manner of scenarios. AI
www.airinternational.com 95
HIGH-FLYER Insight from Top Industry Insiders

Diversity is Key to
Pilot Recruitment
Aviation experts are embracing a variety of approaches to source and develop
potential pilots of tomorrow, and it’s an industry-wide issue.
Jo Hjalmas and Colin Rydon of L3Harris discuss the challenges.

A
BELOW: 'shortage of pilots' has
The L3Harris been widely discussed in
RealitySeven Full the aviation industry, but
Flight Simulators its potential impact
(FFS) in the
recently opened
across most of the world is still
London Training somewhat hypothetical.
Centre. Regional airlines in North America
and some operators in Australia
have been forced to cancel flights or
change routes due to insufficient pilot
availability but this is a substantial
global challenge which requires a
collaborative focus from airlines,
regulators and training providers.
As it stands, the commercial aviation
sector is developing at around 6% per
year, which means it is essential for
pilots to be trained and placed within
airlines, both as efficiently and as
effectively as possible.
People and Preparation
According to Airbus and Boeing order
books, from now until 2024, almost
10,500 new aircraft will be joining
the global fleet, which amounts to
approximately 2,100 per year. This will
require 30,000 new pilots every year for
the next five years – 70% of that number
to support predicted demand and 30%
to replace those retiring.
Within some regions, the shortage
is being exacerbated by the number
of pilots who are about to reach the
mandatory retirement age of 65.
Furthermore, there is a shortage of
captains for expanding airlines, which
means a solid foundation of training is
even more vital in helping to fast-track
pilot careers.
Demand for pilots is simply outpacing
supply and airlines are looking to

96 AIR INTERNATIONAL

organisations, such as L3Harris, to help
address the matter. The ‘pilot shortage’
is an industry-wide challenge, thus the
responsibility to address it lies not only
with training providers such as ours, but
also with regulators and airlines alike.
We believe that there are two main areas
where pilot training providers can really
support the supply of new training. Firstly,
diversifying and, therefore, widening the
pool of pilots we instruct, and secondly,
revolutionising and modernising the way
in which pilots are prepared to use new
technologies to improve both the quality
and efficiency of their learning.
In terms of widening the talent pool
of aspiring pilots, it is vital that we
attract a more diverse group of potential
flyers. With women only making up an
estimated 6% of commercial airline pilots
globally, a lot of focus is rightly placed on
improving gender diversity.
However, it is important that we also
improve the representation of pilots from
all backgrounds in the cockpit.
At L3Harris we are trying to improve
accessibility to training by lowering
barriers of funding and increasing
awareness and understanding of the
career opportunities. Last year, we
launched the L3Harris Pilot Pathways
Program, which aims to address both
factors through providing scholarships.
We launched a UK and EU Female
Pilot Scholarship which offered ten
scholarships worth £25,000 towards the
cost of our airline transport pilot licence
training programme. In November 2018,
we announced that all the places had
been offered and cadets have now
started their training, and last year we
launched a similar initiative in the US in
partnership with SkyWest Airlines, which
has resulted in a huge amount of interest.
All ten of our US scholarships places will
be confirmed in early 2020.
Our vision at L3Harris, is to eventually
reach a 50/50 gender balance of pilots
with applicants from all backgrounds –
raising awareness both inside and outside
of the aviation industry and ultimately
increasing the size of the talent pool.
However, as much as we must be
agile in the ways in which we attract
new talent, we also need to be flexible
and forward-thinking when it comes to
the ways in which we teach our cadets,
Insight from Top Industry Insiders HIGH-FLYER
carefully considering how we can use
new technology to improve both the
quality and efficiency of training.
The new generation of pilots’
methods of learning are changing – and
we are making sure that the tools we
have at our disposal reflect this. Moving
from the traditional classroom-based
learning to more mobile digital tool
sets – which provide a more immersive
and engaging training experience.
These digital tools provide much more
capability in both enhancing the quality
of the learning experience and also
the amount of data being created to
support the training programme.
Monitoring the Journey
Data is also at the heart of the future
training environment and enables the
shift to evidence-based instruction.
It allows improved monitoring and,
therefore, support with an individual
cadet’s training journey.
With correct analysis through big data,
training providers are able to tailor
elements of the training course to
better match the varied requirements of
different airlines, aircraft and regions. The
more data that is collated on a trainee’s
performance, the better we will be able to
manage and customise the programme.
It allows us to better measure and
evaluate the pilot’s competencies for the
specific airline or aircraft. This data can
be obtained from aircraft, to Full Flight
Simulators to fixed panel devices
and iPads.
We are constantly looking to expand
the data sets that we analyse. In June
2019 we acquired Flight Data Services,
who are experts in aviation data
monitoring and analysis. This technology
and expertise will be integrated into our
training devices as well as our courses
to better support our instructors and
cadets. We are talking with some major
airlines to help them develop their own
evidence-based tailored programme,
through better utilising data sets which
we can now analyse to develop insights
LEFT: Jo Hjalmas
UK Airline
Academy Director,
Commercial
Aviation, L3Harris
(right) presents
an L3Harris Pilot
Pathways Female
Scholarship to
Miryam Ley.
with greater ability than ever before. FAR LEFT:
The breadth of the data we can Colin Rydon,
record, monitor and assess is also Vice President
of Training,
increasing, providing a more rounded
Commercial
view of the training. For example, for the Aviation, L3Harris.
first time in civil aviation training, we
have integrated innovative eye-tracking
solutions into a full flight simulator
(FFS), through a partnership with Seeing
Machines, the advanced computer
vision technology company designing
AI-powered operator monitoring
systems to improve transport safety.
This means that detailed recording
and analysis of the trainee’s eye
movements around the head-up
display can be known, dramatically
assisting the instructors to monitor and
evaluate the performance of the pilots.
Something which previously has been
very tricky to undertake.
We are not acting alone in looking
at innovative and forward-thinking
approaches to attracting and developing
more pilots. Airlines and regulators alike
are also launching new reforms and
initiatives to address it. This is vital to
tackle the industry issue collaboratively.
We will continue to work with our
customers and partners to help ensure BELOW: L3Harris
the impact of the pilot shortage remains Cadets at the
a hypothetical one, and our aviation Sanford Airline
world never has to stand still. AI Academy.
Want to comment on an industry issue?
 Contact us at airinternational@keypublishing.com
marking the subject High-flyer.
www.airinternational.com 97
NEXT MONTH Coming Soon

AIR
BELOW: The fifth
Boeing 737 MAX
8 for LOT Polish
Airlines, SP-LVF
(c/n 43320), at Tel
Aviv/Ben Gurion.
AirTeamImages.com/
Yochai

INTERNATIONAL
In Next Month's Issue...
 FARA in Focus
AI presents an overview of the Future Attack Reconnaissance Aircraft
programme and the five concepts competing for a place in the US Army’s future.

 MAX Grounding: One Year On

Twelve months after global regulators grounded the Boeing 737 MAX, we
examine the efforts being made to return the narrowbody to service and
analyse the possible long-term damage to the US aerospace giant.

 F-15EX
We take an in-depth look at Boeing’s F-15EX and how this variant could
keep the venerable Eagle airborne for years to come.

98 AIR INTERNATIONAL
 THE MOST COMPREHENSIVE AIR ARMS INFORMATION AVAILABLE

Whether your background is in

military analysis, the defence
industry, maintenance, repair
and overhaul or research, this
is what you need.

• Research and analysis

• Threat assessment Cons
ta
upda ntly
• Competitive comparison t
moni ed and
tored
• Developing new more with
market opportunities 1,000 than
c
every hanges
3 mo
nths

Comprehensive and THE ESSENTIAL ONLINE AIR ARMS DATABASE

accurate data

Profiles for over 380 air

arms in 199 countries

Multi-service operations

Secure online access

Downloadable
ExcelTM reports

EMAIL: info@AirForcesIntel.com CALL: +44 (0)1780 755131

www.AirForcesIntel.com
671 AFI promo fp.indd 91 15/10/2019 16:27
Australian_Frontline_FP.indd 1 20/12/2019 09:26:41