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ISSUE 6 I 2 015
4 HELIOPS FRONTLINE
THE TEAM
PUBLISHER
Ned Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPEAN EDITOR
Alexander Mladenov
PROOFREADER
Barbara McIntosh
GRAPHIC DESIGN
Dot Design
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HELIOPS FRONTLINE 5
Alliances
& Systems
T
he world seems to be entering a dangerous phase in
international relations. Whether it’s the issues in the Middle
East, Ukraine or the South China Sea, problems abound,
especially for the USA. The US has been the sole superpower
for several decades now but economics and a fundamental
shift in its own perception of its role in world politics is putting
significant pressure on its military to define itself and its role in world affairs. Not
only are we seeing what are essentially local conflicts escalate such as in Yemen,
Syria and Iraq, the superpowers of the past and future are beginning to flex their
muscles – Russia in Ukraine and China over the Spratly Islands. How these will
be resolved is anyone’s guess at the moment because
very different dynamics are driving each conflict or potential conflict. Whether
restart of the Cold War becomes a Hot War is well beyond my knowledge or
capabilities but I think what complicates such a question these days is the
intertwining of economic relationships.
Having formed alliances and made promises, the US may find itself defending,
supporting or working with different allies on several fronts at the same time. As
much as it may like to pull back from being the world’s policeman, circumstance
and politics may not let it do so very easily. The types of conflict are becoming
more complicated; small and large that occurs anywhere at anytime. The
availability of advanced weapons and technology means that conflicts can easily
escalate with evermore devastating consequences.
So what has this to do with military helicopters? Well, there are many
countries that specify their helicopter requirements or capabilities with a very
local focus; addressing immediate needs or attempting to wring out as much
local industry participation as possible to create jobs and enjoy some technology
transfer. Others purchased based on what they could afford or what best
addressed the local small-scale conflict.
The problem is that there is a proliferation of small unique helicopter fleets;
many using the same airframe (e.g. the Seahawk or NH-90) yet while having
similar missions, are being equipped with very different systems. While there
may be short-term gains, the march of technology means that unless there is
a significant investment in upgrade programs, these small fleets can become
obsolete very quickly even though the airframes have a lot of life in them.
Additionally, many countries should think about with whom they are likely to
be allied in the upcoming few years and decades as the world political balance
becomes even less stable than it is now. Will they be allied with the US? Or with
China? Russia? NATO? Conversely, the big powers need to think about who
they are aligned with and just how much of the systems they are selling they are
prepared to open up and to which partners.
As far as interoperability goes with helicopters, it is probably less about the
airframe and more about the onboard systems. Technology has advanced to
a point where the sharing of information is almost instantaneous provided the
systems are compatible. There can be many systems in the field (ships, aircraft,
drones, the person) that need to be ‘linked’. Weapons are so sophisticated that
often it will come down to which side can place weapon the most accurately and
6 HELIOPS FRONTLINE
FROM THE EDITOR
earliest. As much as who has the best trained soldier, the best weapon and the
best tactics, the successful integration and transmission of information both into
and out of the field will likely provide the winning edge – as it has always done.
‘Off-the-shelf’ (OTS) becomes an important option or possibly even a
necessity, depending on how deep the integration with the system-parent military
needs to be. (By OTS, I mean the purchase of an already operating system. Being
part of a development program is not OTS.)
While OTS may address some integration considerations, it may also be
a good way of tying into an upgrade program that gives the system some
longevity. It can also be economic in that purchasing something that’s part of a
larger program should lower the unit and support costs.
A good example of a country where true OTS is gaining some traction is
Australia. OTS was strong during the Vietnam War but became a less used option
in the 80s and 90s with several purchases that were Australia-unique. Many of
these systems suffered because of their uniqueness especially as technology
marched on into the digital age. Successful purchases of equipment such as the
C-17, F-18F and more recently the MH-60R is giving OTS some credibility. OTS
takes discipline (to avoid tweaking the design and introducing ‘uniqueness’) and
ingenuity (e.g. making dissimilar maintenance systems compatible) but done
right, it can represent the most cost-effective way to purchase military equipment
and have the capability quickly brought into service. This does not mean OTS
is free of problems or issues but at least, if for example Australia has a problem
with US equipment, there’s a good chance the US is also and they are on the
road to fixing it.
In our story on Australia’s MH-60R (appears in two parts, in this and the next
issue), the OTS experience is discussed and a valid point is raised about how the
customer should try to avoid being passive with an OTS purchase. If integration
is an important aspect to the OTS, then the customer needs to be an active
participant in the ongoing system development and utilization otherwise the
customer can be handed changes it doesn’t want or the aircraft become another
unique fleet over time.
If the world’s political scene continues to deteriorate, it will no doubt be
interesting to see how military relationships develop and how the consequences
of those relationships affect future military equipment purchases.
HELIOPS FRONTLINE 7
INDUSTRY NEWS
CH-47F ENGINEER
EARNS HIS WINGS
RCAF Corporal Reid Bellamy
achieved a significant milestone
for 450 Tactical Helicopter
Squadron when he was awarded
his wings as the first Canadian
trained CH-47F flight engineer.
8 HELIOPS FRONTLINE
INDUSTRY NEWS
HELIOPS FRONTLINE 9
INDUSTRY NEWS
10 HELIOPS FRONTLINE
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
ShandsC air
Staff for Life (USA)
(USA) Duke Life Flight
(USA)
Miami Valley
Carefligh t (USA) Baptist Health AIR LINK
MedFligh t (USA) (USA)
REGA
(Switzer land)
Air Zermatt SESCAM
(Switzer land) (Spain)
Martin 2
(Austria )
LifeFligh t Eagle
(USA) Queensl and Govt
ADAC Air
Rescue (Austral
(German y) ia) Hawaii Life Flight
(USA)
MAC Rescue
NSW Air Ambulan (Austral ia)
ce
(Austral ia) Dorset & Somerse
t
Air Ambulan ce (UK) Nighting ale
Regional Air (USA)
Midlands Air
Ambulan ce (UK)
Trauma One Boston Med Flight
(USA) (USA)
GTA-PE
Mercy Flight (Brasil)
Western NY (USA) NorthWe st
MedStar (USA) Sky Bear
(USA)
Flight For Life
Kuban Avia
(Russia) (USA)
Mercy Flight
(USA) Ochsner Flight Care
Saudi Red Crescent
(Saudi Arabia) (USA)
Kazakhstan
SAMU Air Medical
(France) (Kazakhstan)
STAT MedEvac
Scandina vian Air AIRCARE 5
(USA) Life Flight
Ambulan ce (Sweden (USA)
(USA) ) Eastern Cape EMS
(South Africa)
Ambulan ce Victoria
(Austral ia) Illustrations by
Ugo Crisponi
Aviationgraphic .com
www.heliopsmag.com
12 HELIOPS FRONTLINE
INDUSTRY NEWS
UNMANNED K-MAX
FIRST CASEV
ROYAL THAI ARMY COMPLETES UH-72A TRAINING Kaman and Neya Systems have flown
Six pilots and 10 maintenance technicians from the Royal Thai Army the first unmanned air and ground
have successfully completed training on the UH-72A Lakota following casualty evacuation using the K-MAX
several weeks of comprehensive classroom, simulator instruction and unmanned aerial system, the injured
flight training. A second group of Thai pilots is now on site undergoing person was strapped into a seat on the
flight training in the Lakota. side of the unmanned K-MAX, which
then flew that individual to safety.
HELIOPS FRONTLINE 13
INDUSTRY NEWS
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INDUSTRY NEWS
HELIOPS FRONTLINE 15
INDUSTRY NEWS
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INDUSTRY NEWS
BELARUS ORDERS
FINAL TOUR FOR HUEYS MI-17MTV-5
The Royal New Zealand Air Force’s fleet of Iroquois helicopters has The Belarusian Defence Ministry
provided almost 50 years of service to New Zealand and is scheduled to has signed a contract for 12 Russian-
cease flying operations. Aead of this withdrawal from service; No.3 Squadron made Mi-8MTV-5 military transport
has flown around New Zealand for its final tour, before the Iroquois is helicopters with deliveries over
replaced by the NH90. 2016-2017.
HELIOPS FRONTLINE 17
INDUSTRY NEWS
18 HELIOPS FRONTLINE
Full Support For MD500 anD Bell MeDiuMS
avionics i Sheet Metal i in-House engineering i interiors
Custom Completions i aircraft painting
Composites i engine Management i parts Sales
24/7 Field and tech Support i StC/pMa program i MD 500 & Bell MeDiuMS Specials
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HELIOPS FRONTLINE 19
INDUSTRY NEWS
20 HELIOPS FRONTLINE
INDUSTRY NEWS
HELIOPS FRONTLINE 21
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
Bell 47G
BELL 407 Bell 505
Bell 430
Bell 214B
Bell 412
Bell 429
Bell UH1H
Bell 525 Bell 206L
Airbus Helicopte
rs
EC155
Airbus Helicopte
Airbus Helicopte rs
rs EC145T2
Airbus Helicopte EC135T3 /P3
Airbus Helicopte rs
rs EC130T2 Airbus Helicopte
EC145 rs Sikorsky S300C
AS350B3 e
Airbus Helicopte
rs
SA365N
Sikorsky S76C+
Airbus Helicopte
rs
BO105 MD Helicopte rs
MD600N
Sikorsky S70 Firehawk
Sikorsky S76D
Sikorsky S61
Enstrom F28
MD Helicopte rs
Sikorsky S92 MD520N
Kamov KA226
Kamov KA32
Kamov KA62
Enstrom 280FX
MD Helicopte rs
MD500E
MD Helicopte rs
Columbia 107-II MD902
AW119
Robinson R66
Eagle Single
AW189
AW109S
Robinson R44
AW139
Mil Mi8
AW109 Trekker
Mil Mi26T
Robinson R22
AW609 Tiltrotor
AW169
Illustration s by
Ugo Crisponi
Mil Mi17 Aviationgr aphic.com
Guimbal Cabri G2
www.heliopsmag.com
22 HELIOPS FRONTLINE
INDUSTRY NEWS
HELIOPS FRONTLINE 23
INDUSTRY NEWS
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INDUSTRY NEWS
HELIOPS FRONTLINE 25
Since the early 70s, French Army
Aviation has been a well-known
user of the Puma Pirate; a Puma
fitted with a side firing 20mm gun.
Frédéric Lert tells the story of the
less known fact that the French air
force is also an extensive user of
this formidable weapon.
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HELIOPS FRONTLINE 27
T
his is a well-known operation. In “It is undeniable that operations Barkhane
November 2004, during the anti French in Sahel and Sangaris in Central African Republic
riots in Abidjan, a BATALAT (Helicopter in Africa offer a new life to the Pirate,” says an
Battalion) Puma Pirate from the Alat (French light officer from the Pyrénées. “Of the five canons
army aviation) blocked the passage of a several we possess, three are deployed on operations in
thousand rioters. The helicopter orbited above the Sahel. This is also the first time that we have
the bridge that links the Ivorian capital from the sent this armament in opex (opération extérieures
international airport and the French army camp – overseas operations). “ In 2013, during the
in Port-Bouët. Should the rioters have crossed Serval operation which preceded operation
the bridge, the French base would have been Barkhane in Mali, the French air force deployed
subjected to immense pressure. Throughout the two Pumas in Bamako for CSAR missions. These
night, with a few short pit stops to refuel and load helicopters were not armed. The following year,
ammunition, the Puma orbited shooting from time two additional Pumas were sent to N’Djamena,
to time short bursts from its 20mm gun to deter but this time with the ‘Pirate’ capacity. Since then,
the boldest rioters from moving forward. The shots the Puma Pirate has been flying around in the
had to be extremely precise because they were region at the direction of the local commander.
not aimed at killing anyone. In the morning, the They went north to the French Special Forces
rioters gave up and went to bed. based in Madama (northern Tchad, near the Libyan
border) and south to support operation Sangaris
A NEW SIGNIFICANCE in Bangui. There is also a strong possibility that
Mounting the GIAT M621 20mm on the Puma, France could look west, towards Nigeria, where
and giving birth to the so called “Puma Pirate,” the central government is fighting against the
is often associated with the Alat but what is Islamist rebellion.
less known that the armée de l’Air also flies the
powerful weapon on its Escadron d’Hélicoptères THE PIRATE RETURNS
(EH) 1/67 Pyrénées. Since the withdrawal of the The return of the Puma Pirate to the battlefront
Alat last SA341 Gazelle ‘Canon’, which were also led the EH 1/67 Pyrénées to quickly restart a
fitted with the same M621 20mm gun, the armée large-scale crew training scheme and refresher
de l’Air remains the largest user of the big gun in courses for this type of mission. Since 2014, the
France. The M621 can be found also on Fennecs Pyrenées live firing campaigns have more than
flying with the EH 3/67 Parisis and 5/67 Alpilles. doubled, now passing eight per year. Before each
One can find armed Pumas in New Caledonia with deployment to Africa, pilots and flight engineers
the Escadron de Transport ET52 and in French fly to the nearby Captieux bombing range to train
Guyana with the ET 68. But in recent months, the with the weapon.
African wars gave the Air Force’s Puma ‘Pirate’ a Aboard the Puma Pirate, the use of the gun is
new significance. the responsibility of the flight engineer, assisted
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HELIOPS FRONTLINE 31
by a loader. To date, nearly 80% of the unit’s flight their role being to deal with any fire incident and
engineers are qualified on the weapon. help the gunner change ammunition boxes. Two
The gunner qualification begins with theory people are needed to handle the weapon and the
The cabin is extremely
training (operation of the weapon, assembly ammunition boxes (80kg with 250 rounds each!).
spacious with two cabin and disassembly) provided by squadron flight The weapon itself is imposing, standing on a base
doors allowing the
engineers and armorers. The practical phase is plate fixed in the cargo bay. Although the actual
crew to better manage
personnel and cargo. done inflight and requires the firing of a minimum weapon has not changed since its commissioning
of 600 rounds during the day and 200 at night. in the early ‘70s, the former SFOM aim sight has
Maintaining the qualification then requires a been recently replaced by a holographic DCL120
minimum training every six months. “For these compatible with the use of NVGs. The DCL120
qualification renewals, we try to provide at least also offers a wide field, which allows the gunner
400 rounds per shooter,” says an officer. Loaders to shoot with both eyes open, offering the gunner
are also trained to assist the shooter in flight; the opportunity to keep an overview of the
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HELIOPS FRONTLINE 35
environment. Adding a LD15 laser pointer and work as a team within the helicopter and
also allows precise target designation. The also with the FAC (Forward Air Controller) on the
DLC120 sight was qualified in the last hours of ground ». Within the Pyrénées, an ETO (Escadron
2014 and immediately sent to Chad to equip the de Transformation Opérationnelle) delivers CAS
Pumas on site. (Close Air Support) and CCA (Close Combat
Attack) qualifications to the crew.
MANAGING THE WEAPON “The CAS is usually done with an aircraft firing
Last April, a one-week course led to the straight ahead, which is a relatively simple.” “With
qualifications of six flight engineers and two the Puma Pirate, the firing is done perpendicular to
loaders, prior to their deployment to Chad. A total the flight axis, which brings an additional challenge
of 3800 shells were fired day and night, with the for the FAC who guides the helicopter from the
emphasis being placed on tactical training. ground.”
“With the Puma Pirate, the difficulty is not Coordination is also required between the
to shoot with the weapon, but to master all the aircraft commander who runs the show, talks
facets of fire support,” says a gunner. “You need to the FAC and the ground troops, the pilot at
to have a positive identification (PID) of the target, the controls and the gunner in the cargo bay. A
understand and follow the rules of engagement key point is the need for a good understanding
36 HELIOPS FRONTLINE
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HELIOPS FRONTLINE 39
THE .50 FINALLY REACHES
THE FRENCH AIR FORCE HELICOPTERS!
The M3M .50 machinegun is another long awaited weapon for the armée de
l’Air Caracals. Like the SH20, the M3M will be installed in the cargo bay with the
possibility to retract it entirely and close the door for speed and discretion. The
M3M will be available on either side of the helicopter (the SH20 gun is only on
the right side) or both sides at the same time. As opposed to the SH20, the use
of M3Ms will also leave free the hatch in the cargo floor (the so-called funnel) for
rope operations. On the other hand, the Pyrénées is also thinking about fitting
the M3M on the windows, where the Mag 58 machinegun are now installed. A
new support is being developed. Entry into service with the EH 1/67 Pyrénées is
not expected before mid 2017. Another excessive wait for a well known weapon
which is already used in France with the ALAT 4ème RHFS special force
helicopter regiment on its Cougar!
40 HELIOPS FRONTLINE
HELIOPS FRONTLINE 41
42 HELIOPS FRONTLINE
between all the crewmembers including a target). As mentioned before, the electro-optical
thorough and exhaustive description of the target, gimbal will facilitate the identification of the target
to avoid any potential source of error. The aircraft and the rangefinder will offer a precise distance.
commander is always the one who gives consent The SH20 project experienced a boost after an
to the opening of fire. ambush killed nine French soldiers in Afghanistan
With the H225M Caracal (see box) that work in 2008. The lack of air support was pointed out
will be greatly facilitated by the use of a Sagem and, “everyone was suddenly interested in the
Euroflir 350 electro optical gimbal. The gunner Caracal,” recalls a pilot. “We were then promised
will designate the target with the laser designator, the SH20 for the following year.” Seven years later,
the beam of which is seen through the optics, the Pyrénées is still waiting for the SH20 which is
which also provides a precise distance to the now said to be, “on short final.” This delay can be
target. The captain then gives permission to fire. partially explained with the strong commitment
At that command, the flight engineer energizes the of the helicopter fleet and its crews to overseas
weapon and gives control to the gunner to shoot. deployments. End of the testing is now planned
for December 2015, with an initial operational
CARACAL capability expected for February 2016.
The Caracal will benefit from the SH20 weapon The SH20 uses the same sight and laser
system. With the SH20, the weapon is the same as pointer (although the EZ-LID model is also
on the Puma, but the base plate is revised and the contemplated) as the Puma Pirate. Up to 15
arm supporting the gun itself has become mobile systems should be purchased, with only three or
so that the gun can be fully retracted in the cargo four going to the Air Force and the rest to army
compartment. With the cargo door closed, the aviation (which will equip its own Caracal and
Caracal can reach its maximum speed and hide upgraded Cougar fleet). However these figures are
the SH20 from observers (to obtain the same level by no mean definitive. Only one Caracal has been
of discretion with the Puma, the cannon’s barrel modified to carry the SH20 so far, but the entire
has to be removed. And the helicopter needs to fleet (14 aircraft for France) will be adapted at the
land to have it back in place before engaging any end of the day. v
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With the potential to
totally change the Royal
Australian Navy’s warfare
capability, the MH-60R
Seahawk is the next step
in the evolutionary ladder
of helicopters in the
Fleet Air Arm. It is also
very much a true ‘off the
shelf’ purchase bringing
with it advantages and
challenges. Mark Ogden
explores the MH-60R and
its place within the RAN.
HELIOPS FRONTLINE 45
46 HELIOPS FRONTLINE
LINKAGE AND LINEAGE the United States. NUSQN 725 (NUSQN - New
Squadron, a designation provided to a unit before
I
n Part 1 of this story, the MH-60R and it actually commissions) was established at Naval
Australia’s decision to purchase are examined. Air Station Jacksonville in Florida. It was here that
A more in-depth study of 725 and its the United States Navy (USN) Squadron, HSM 40
challenges and successes with the MH-60R are fostered in the development of the Australian air
explored in Part 2. and maintenance crews’ operational capability
From the days of the Wessex 31B, Sea King within just ten months of delivery of the RAN’s first
Mk50 through to the S-70B-2 Seahawk, the Royal two airframes. 725 Squadron fully commissioned
Australian Navy (RAN) has invested in capable and at the naval Air Station in Nowra, New South
effective tactical helicopters. While the Wessex Wales on 11 June 2015, just four years after the
were Sea King more evolutionary, the move to the Government’s decided to purchase the aircraft.
S-70B-2 back in the late 1980’s was revolutionary.
The S-70B-2 model Seahawk was one of the first OFF-THE-SHELF
truly digital helicopters that introduced a raft of The Australian military has had a history of
new capabilities. After 25 years of sterling and having developed for it, unique weapons systems
amazingly safe operations (none of the original 16 or systems termed as developmental, or even
helicopter purchased has been lost). The S-70B-2 cutting edge such as the F-111C and S-70B-2. Yet,
(referred by the Australian naval aviators as the at other times, when the need has arisen, off the
‘Bravo’ or ‘Classic’), is due to bow out of service at shelf systems have been purchased, including for
about the same time as the ‘Adelaide’ Class FFG, example the UH-1 helicopter and Caribou aircraft
the ship that it was originally scoped to operate. during the Vietnam War. In this case, and following
The MH-60R (‘Romeo’) represents the next the lead of the Royal Australian Air Force and its
evolutionary (but extraordinary) leap in RAN purchases of the C-17 and F-18F Super Hornets,
helicopter capability. It also represents the latest the MH-60R off the shelf purchase has been
in maritime military digital technology. Although implemented without delay (an excellent exemplar
the Seahawk airframe is 30+ years old in design, for Australian Defence helicopter purchases). The
it has proved solid, reliable and dependable and time from decision to purchase (June 2011) to a
now has a new and extended lease of life through demonstrated operational capability (September
updated airframe systems and the installation of 2014) was just over three years. The first two
an advanced weapons system suite. aircraft were received by the Squadron at NAS
Where the S-70B-2 was a Seahawk airframe Jacksonville in December 2013 and by September
into which a tailor made digital package of the following year, the aircraft and crews had
avionics and mission systems was installed, the successfully tested its systems and weaponry at
MH-60R is an off-the-shelf purchase provided AUTEC (Atlantic Undersea Test and Evaluation
through a Foreign Military Sales arrangements with Center), including firing Hellfire missiles and
HELIOPS FRONTLINE 47
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HELIOPS FRONTLINE 49
Mk54 torpedoes as well as its .50in and 7.62mm and versatile helicopter platform. The US Army
caliber machine guns. Eight Hellfire missiles can fielded the UH-60 Black Hawk in 1979 and the first
be mounted on two pylons that also host up US Navy variant (SH-60B) appeared in 1983. In
to four Mk54 Torpedoes. The systems are now 1988, about the same time the RAN was fielding
undergoing final Operational Test and Evaluation the S-70B-2, the US Navy was introducing the
within the RAN as 725 cranks up the training SH-60F ‘dipper’. The first MH-60S combat support
The cabin is extremely
system. As well as the new hangar and office helicopter first flew in 2000. The US Air Force
spacious with two cabin facilities, two full mission Level D flight simulators received the MH-60G Pave Hawk in 1982 while
doors allowing the
are being installed at the Seahawk’s new home at the Coast Guard received the HH-60J Jayhawk
crew to better manage
personnel and cargo. the RAN Air Station. in 1992. Various other world navies including
Thailand, Greece and Spain adopted the Seahawk
ROMEO, ROMEO, WHEREFORE ART airframe with a variety of internal configurations
THOU ROMEO? (APOLOGIES TO and systems.
SHAKESPEARE) The MH-60S variant missions include Anti-
The ‘Hawk’ airframe, designed and built by Surface Warfare, combat support,humanitarian
Sikorsky Aircraft Company is a most successful and disaster relief, Combat Search and Rescue,
50 HELIOPS FRONTLINE
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HELIOPS FRONTLINE 53
aero medical evacuation, SPECWAR and organic improve on the capabilities of both. It makes
Airborne Mine Countermeasures and replaces a perfect platform for the RAN, which is also
the aging fleet of H-46D helicopters. The MH-60S looking to replace and combine the capabilities
and 60R have a common cockpit with glass active of two platforms, the S-70B-2 and the cancelled
matrix liquid crystal displays. The common cockpit Super Seasprite.
allows pilots to shift from one aircraft to another The ‘Romeo’ version started development life
with minimum training. just before 2000 under the auspices of the US
The MH-60R ‘Romeo’ is equipped with a Navy and joint work involving Lockheed Martin
fully integrated avionics and mission system (as the systems developer and integrator) and
developed by Lockheed Martin. Its systems are Sikorsky (as the airframe developer/modifier). To
cutting edge and introduce significant new and coordinate the development and to be a single
improved capabilities. point of responsibility, the Maritime Helicopter
The Romeos are replacing the U.S. Navy’s Support Company (MHSCO – a jointly owned
inventory of SH-60B (anti-surface warfare and company of Lockheed Martin and Sikorsky)
anti-submarine warfare) and SH-60F (anti- was formed. The model for having separate
submarine warfare and search and rescue) airframe and system integration companies was
helicopters and is designed to combine and similar to that followed by the SH-60B, which
54 HELIOPS FRONTLINE
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was developed by IBM and Sikorsky with IBM from 2016 to 2018. Ten Romeos have also been
being the prime contractor. The original plan sold to Saudi Arabia.
to remanufacture SH-60Bs into the Romeo The Romeo is designed primarily for anti-
standard was abandoned when a new acquisition submarine warfare, anti-surface warfare, and
strategy resulted in a decision to opt for new- surveillance. It can also be used to a lesser
build airframes – the price difference between degree, for communications relay, combat search
remanufacture and new-build was minimal. and rescue, naval gunfire support and logistics
The general thrust of the Romeo development support. When configured for fighting submarines
was to build a capable and flexible Seahawk and ships, the helicopter is ‘bulked out’ for room
that would address a whole of navy tactical and weight, so to carry people the helicopter
requirement. The result is a helicopter that has has to be reconfigured (equipment removed).
tremendous warfare capabilities to search, While the gear is designed for relatively quick
hunt and destroy submarines and ships. The removal, the chances of damage and wear on
Romeo has replaced the SH-60B and the such things as connectors are increased. The
SH-60F. It is likely that apart from ongoing onus on the tactical employment of the Romeo
modifications and updates, the Romeo will likely may lead to a significant change in the way
be the last significant Seahawk variant to enter helicopters are used at sea in the RAN. The
service with the USN. S-70B-2 was relatively lightweight and had room
The US Navy anticipates the MH-60R airframe in the cabin and could carry out many of the utility
to have an estimated life of 10,000 flight hours or tasks without significant reconfiguration and as a
approximately 22 years. The S-70B-2 has served result it did many utility as well as tactical flights at
the RAN for well over 25 years with no significant sea. The Romeo on the other hand is heavy with
capability upgrade other than the installation of common mission weights at 22,420lbs (10,170kg)
self-defense systems, FLIR and crash recording for ASW missions and 21,650lbs (9,820kg) for
equipment. The Romeo can be expected to deliver ASuW missions. The maximum takeoff weight
a similar life but with a plan to stay in step with the (MTOW) of 23,500lbs (10,659 kg) which represents
USN upgrade program, the helicopter is expected a significant 1500lb (680kg) increase over the
to undergo continual improvements in the airframe S-70B-2 MTOW.
and its systems, through a proposed Seahawk Australia’s new Romeos will replace the
Capability Assurance Program (SCAP). Royal Australian Navy’s 16 Seahawk S-70B-2
In June 2011 after a competitive process helicopters for ASW and will also provide the
involving the NH-90, it was announced that air to surface strike capability originally planned
Australia would purchased 24 MH-60R Seahawks to have been provided by the cancelled Super
for delivery between 2014 and mid-2016. That Seasprite program. A 25th airframe is serving
schedule is being met. In November, 2012, as a ground training aid. This airframe was the
Denmark announced that it also was buying first of seven SH-60B’s rebuilt to the MH-60R
nine Romeos for the country’s maritime forces, “Bromeo” standard, and first flown in August
replacing their Westland Lynx and in this case, 2005 as the first flight of the MH-60R. It was
being selected over the Agusta Westland AW159 retired to the AMARC (Aircraft Maintenance and
Wildcat. Their helicopters are due to be delivered Regeneration Center) before being road-freighted
HELIOPS FRONTLINE 59
In development since early 2000, the first time the
MH-60R deployed was in January 2009. Designed
to operate from destroyers, cruisers and aircraft
carriers, the Romeo has a fully glass cockpit,
incorporating active matrix liquid crystal displays.
The cockpit is designed and supplied by Lockheed
Martin Systems Integration based in Owego, New
York. Some of the major subsystems supporting the
common cockpit include:
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The aircraft sensors include:
• Raytheon AN/AAS-44C(V) forward-looking
infrared (FLIR) that also supports the Hellfire
targeting capability;
• Telephonics AN/APS-153(V) multi-mode radar;
• Raytheon AN/AQS-22 Airborne Low Frequency
Sonar (ALFS);
• Lockheed Martin AN/ALQ-210 passive detection,
location and identification Electronic Support
Measures (ESM) system;
• Countermeasures including the Alliant
Techsystems AN/AAR-47 Missile Approach
Warning System; BAE Systems AN/ALQ-144
infra-red countermeasures system; and
• BAE Systems AN/ALE-39 chaff and flare decoy
dispenser. HELIOPS FRONTLINE 61
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to the Fleet Readiness Centre Southeast (FRCSE) Airborne Low Frequency Sonar (ALFS) dipping
at NAS Jacksonville, Florida for conversion to an sonar system is used to detect, track, localize
instructional airframe. It was then delivered to and classify underwater contacts. ALFS is a joint
HMAS Albatross (the RAN Air Station) for use as a development between Raytheon and Thales
Ground Instructional Airframe. and is reportedly the only in-service dipping
sonar with multi-frequency operation, allowing
SEEING AND HEARING the operator to adapt the system to varying
The APS-153 radar and ESM suite provide environmental conditions. Featuring a 2500ft cable
the helicopter and ships it is working with an and deployable staves, the body operates both
unprecedented surface search and targeting actively and passively, at both a higher and lower
capability. The APS-153 is designed specifically for frequency than previous systems, and can cover
maritime helicopter anti-ship, anti-submarine, search, up to four times more area than previous units.
and surveillance roles. It is an upgrade from the APS- It can be rapidly deployed and retrieved which is
147, and provides Mark XII Indication Friend or Foe essential against fast moving nuclear-powered
(IFF) modes 1, 2, 3A and 4 unit and an Automatic submarines. As well as the body, the system
Radar Periscope Detection and Discrimination also integrates a sonobuoy system; the Romeo
(ARPDD) feature. The radar system uses Inverse has a similar pneumatically operated sonobuoy
Synthetic Aperture Radar (ISAR) imaging. ISAR is a dispensing system (25 in a load) to that previously
radar technique used to produce a two-dimensional installed on the SH-60B. The S-70B-2 used cabin
high-resolution image of a target. ISAR images help sonobuoy stowage and a floor mounted gravity
with target recognition. Whereas standard radars launch system. Carrying up to three Raytheon
display only a single moving pixel, the ISAR image Mk 54 torpedoes presently being introduced by
often allows the operator to discriminate between the RAN, the Romeo system gives the helicopter
various ships and aircraft. flexibility and capability to address nearly any
Coupled with the radar, the AN/AQS-22 undersea threat. v
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Since November 2014,
two ALAT NH90
‘Caïman’ have been
deeply involved in
Operation ‘Barkhane’
in the north of
the West African
country of Mali.
Frédéric Lert reports
on their performance
in fighting an elusive
enemy in a incredibly
hostile terrain.
PHOTOS BY
FREDERIC LERT
HELIOPS FRONTLINE 67
BACKGROUND in the French operation in Africa with Pumas and
Gazelles with the equivalent of two battalions
O
n the vey first day of the Paris airshow in (more than 200 people).”
June this year, NH Industries delivered The African operation is taking place in the
the fifteenth NH90 to the French army Republic of Mali. Mali is West African, land locked
aviation (ALAT). The helicopter will join the 1st country with the Sahara Desert in its north and
Combat Helicopters Regiment (1st RHC) based in the Niger and Senegal Rivers to its south. It’s
Phalsbourg (eastern France). The 1st RHC, the first main natural resources are Gold (Africa’s largest
Alat regiment to fly the NH90 Caïman (and also the producer) and Salt.
Tiger HAD), is the showcase of the Alat and this
unit offers a good picture of the aircraft’s future. MARATHON FLIGHT
“We have had a very busy and challenging Two NH90 Caïman (and a third one will be
2014,” says Colonel Beutter, the unit’s added very soon) from the 1st RHC are now
Commanding Officer. “After we received our first deployed in Mali for Operation ‘Barkhane’. The
new generation helicopters in late 2013, we gained two helicopters arrived in Gao on November 3,
our Première Capacité Opérationnelle (Initial after a four-day ferry flight. The helicopters made
Operational Capability) with both the Caïman and ten stops and clocked a total of 32 flying hours in
the Tigre HAD during the last summer and we the transit, the ferry route going through Valence
very quickly deployed both aircraft to operations (southern France), Perpignan, Albacete (Spain),
in November 2014. At the same time we took part Malaga, Agadir (Morocco), Las Palmas (Canary
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Islands), Nouadhibou (Mauritania, including an 1.3 ton of fuel each. The Transall had been flying
overwater 3.5 hours stretch between Las Palmas from Niamey (Niger) the same day. The longest
and Mauritania), Dakar (Senegal), Kayes (Mali), flight for the NH90s was from Bamako to Gao,
Bamako before finally arriving in Gao. Each some four hours, most of it being tactically flown
helicopter was fitted with three extra fuel tanks at low altitude. Mali is considered a war zone by
(450 kg each) in the cabin, bringing the total fuel the French. Entering Mali, the crews flew wearing
The cabin is extremely
on board to slightly more than three tons. With their flack jacket, guns and ammunition. Despite
spacious with two cabin this amount of fuel, the NH90s were flying at their the tactical entry into Mali, the aircraft’s Mag 58
doors allowing the
max gross weight (11 tons) with four crewmembers machine guns, which are now being installed on
crew to better manage
personnel and cargo. and freight. With an average speed of 130kt, each the NH90 for Mali operations, were not mounted
of the NH90s were able to fly five hours without on the helicopters.
refueling; more than enough to cope with the After a 24-hour rest at their new base, the
longest segments of the ferry flight. helicopters were back in the air providing the
From Dakar, the two helicopters entered crews with their first taste of the Malian theater
Mali through the border town of Kayes where an and some training flying into dusty landing areas,
Armée de l’Air C-160 Transall provided them with day and night. The helicopters and their crews
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now belong to the Gao-based airmobile group spare) were selected and the preparation began.
that boasts a total force of a dozen helicopters Special attention was paid to protection against
(Gazelles, Tigers, Pumas, Cougars and now the Malian sand and dust including the aircraft
NH90 Caïman). receiving an additional sand filter on the auxiliary
power units. The windshields have also inherited
DIFFICULT TERRAIN protective films against sand and small-pebble
The Sahel region is a difficult one for projections. Certain panels were made airtight to
helicopters, mainly because of the high prevent dust ingestion. Particular attention was
temperatures and the presence of very small and also paid to the blades (main rotor and tail) which
abrasive sand. A great deal of work is devoted to always suffer from sand abrasion. A conventional
preventive maintenance, including the technical fix is to add protective stickers on the leading edge
crew using a vacuum cleaner after each flight to of the blades. But it is a tedious job and instead
remove the smallest sand particles in the most a polyurethane paint-based solution has been
sensitive areas (air inlet, dynamic components, developed for the NH90.
etc.). Sending the Caïmans into operations was Preparatory work also focused on the creation
considered as soon as they entered service in of a deployment kit. To date, this kit includes 1030
late 2013. In June 2014, three aircraft (including a spare parts, among other things, for a total value
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frontline
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of €17 million. It is divided into fifteen standard out landings by day and night ,” said an officer.
containers, which were shipped in two Antonov Compared to the H225 Caracal, the NH90 offers
124s to Niamey (Niger). From there, the containers better range and speed notably through better
were taken by road (a day’s drive) to Gao a few engine efficiency in certain conditions. “The
days before the Caïmans landed in Mali. “This Cayman is well adapted to long autonomous
kit covers a four-month deployment for four flights,” explained one of the pilots. “Digital
helicopters, with an average of 30 flying hours mapping is very accurate and the computers
per month, per aircraft,” says a logistics officer. give us the instantaneous consumption depending
“The kit will evolve, based on the real needs on our altitude, speed and weight. In operation,
encountered during the operation,” he said. we always know exactly what is our playtime,
which greatly facilitates the management of the
WAR VETERAN mission.” Overall, the Caïman consumes less than
Sending the NH90 into a war zone so quickly a Puma while going faster and offering a much
after it entered service was a calculated but higher payload.
risky bet. It goes without saying that their flight
engineers monitor both Caïmans closely. SPECIAL FORCES CAYMAN
In France, regular maintenance includes a A consequence of the successful Malian
visual check every 25 flying hours. “In Mali, we deployment is that the NH90 could be adopted
open all the panels after every flight,” says a flight faster than expected by the ALAT’s 4th Special
engineer. “We want to monitor closely where the Forces Helicopter Regiment (4ème RHFS). Last
sand goes, and find out about any premature year, 4ème RHFS’s high-ranking officers were
wear particularly in the sand filters, the air inlet, saying that the Caracal was good enough for
all the dynamics parts and the main avionics them and better equipped than the NH90 for
bay.” The ALAT is not the only one to be very special forces missions. The 4ème RHFS was
cautious about the behavior of its aircraft. NH in a wait and see attitude and the question of
Industries and Airbus Helicopters are also on the introducing the Caïman was barely considered as
lookout, asking for precise and steady reports on a number 3 priority, number 1 being the Cougar’s
helicopters’ performances. Beyond the operational upgrading and number 2 the Tiger HAD entry
risk, sending the first Caïmans into operation into service. The successful deployment in Mali
represents a significant industrial challenge. however led the 4ème RHFS to change its mind.
With nearly 300 flying hours under their belt Some crewmembers of the unit (pilots, flight
in Mali, of which more than 30% is by night, the engineers and maintenance specialists) will soon
NH90 is now considered a veteran with excellent travel to the Gamstat (French army aviation test
results. The availability with the helicopter is said center) and conduct several flights representative
to be better than 80%. Tactical flying by day and of operational missions with the Gamstat’s sole
night with landings in brownout conditions are NH90. The 4ème RFSH delegation will also pay
commonplace. “When they landed in Gao, the a close attention to the helicopter’s maintenance
first thing our crew did was to qualify on brown- and logistic needs. A basic set of requirements
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for customizing the NH90 to the Special Forces likely be reinforced with a third NH90 and a plan
needs could be written before the year’s end and exists to send a fourth in due course. Helicopters
an entry into service could be attainable in 2018, are available (15 have been delivered so far) but
several years ahead of the previous projections. the ALAT is struggling to train more crew and
In the meantime, Operation Barkhane will maintenance specialists. v
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GAO, ALAT
STRONGHOLD IN MALI
After the successful completion of
operation Serval in 2013, which saw the
liberation of Mali, Opération Barkhane
was launched on August 1st, 2014, to fight
jihadism in the Sahel and Sahara regions
with a total force of 3000 soldiers. In the
eastern part of this zone, the French forces
are based in N’Djamena (Chad). In the west,
the French center of gravity is located in
Gao, a tent city being erected on the edge
of the airport. The helicopter force benefits
from large deployable shelters, which are
used for maintenance purpose and to
protect helicopters against sandstorms. In
2013, two Pumas had been destroyed on
the ground when they were hit by a severe
sandstorm with gusts powerful enough
to unchain them and roll them on their
sides. The logistical hub for the region is in
Niamey (Niger), with also a strong French
air force contingent with transport aircraft,
surveillance drones and fighter-bombers. In
Gao, the civilian terminal, damaged during
the fighting in 2013, is now the headquarters
of UN air operations in the country. Gao is
no longer served by commercial airlines.
The main runway is a 2500m long and
will undergo a major resurfacing work in
2015. As a stopgap measure, French air
force engineers built a 1800m dirt strip
parallel to it last summer. Approach control
is provided by French military controllers
coming from the Air Force and the ALAT. A
mobile air tower is erected near the runway
and a Spartiate radar is used for GCA. The
French also provide weather and firefighting
services. Due to the proximity of Niamey
(less than 500 km), a large part of the
logistics is done by trucks. On the French
side, a Casa 235 is maintained on stand-by
24hrs a day for casevac emergencies and a
Transall based in Niamey is regularly seen
shuttling between the main Malian cities and
the neighboring countries.
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THE THINGS YOU
MAYBE DIDN’T WANT
TO KNOW, PROBABLY
SHOULD KNOW, AND
MIGHT ACTUALLY FIND
INTERESTING!!
HELIOPS FRONTLINE 87
I
am not sure about you, but as long as disastrous, but such is our confidence in
I have been flying, and no matter how all we have learned and the standards
long I fly, I still find myself fascinated and to which we design our machines and train
bewildered by how it all comes together. our maintainers and aircrew.
It would seem, just as if we are asking the This article will take a brief look at
very question of creation, that the more one the rotor blade and its design. We’re
learns, the more questions you have. I look unlikely to share the knowledge of
at an airliner fly past my Sydney apartment generations in these pages, but we can
in the early evening and think how wondrous touch of a few points of interest, and in t
it is that it can hang in the air just so. Then urn perhaps explore a few things you
an EMS helicopter purposely zooms atop maybe didn’t want to know, probably
the city center, just as the sun is setting, should know if your in this business, but
directly above where much of the machinery perhaps more importantly, you might
of a nation ticks along unhindered by the actually find it interesting!
genius of aerodynamics, fluid dynamics, Rotor blades require a multidisciplinary
thermodynamics, material science and approach in design. The process requires
physics that is working in happy unison in the merging of numerous specialty areas,
the air above. Few will give even a second these being aerodynamics, dynamics,
thought as to whether it will continue to do structures and acoustics. We’ll take a look
its task safely. An accident here would be into each of these areas, discuss some
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of the design objectives, and essentially, 2000lbs in gross lift capacity, an additional
some of the design tradeoffs that must 15 knots in speed and an estimated more
be made in the case of the helicopter to than 60nm increase in range1 . These are of
enable it to best do its job across the entire course significant figures.
flight envelope. The tradeoffs happen
everywhere, as an economist would say, HISTORY
everything we do has an opportunity cost. An interesting point in aviation history
Blades make a difference. Many will is that while the fixed wing airplane
be aware of the Carson S-61 (H-3) metal has prolifically changed history and
to composite rotor blade modification the advancement of mankind due to its
conducted around 10 years ago. The UK often-decisive performance in war and
military also took up the rotor blade design its contribution to making the world
change and hailed it as a key performance seem smaller (having dramatic effects on
factor of the venerable Sea King during the ability to globally trade), it was the
operations in Afghanistan while operating in helicopter that was first contemplated as a
the high density altitudes. The modification flying machine. It’s probably not surprising.
to the S-61 accounted for an additional It makes sense that the ‘design requirement’
1. Advanced Technologies Incorporated, ‘S-61 Main Rotor & Tail Rotor Blade Development’, available
at www.advancedtechnologiesinc.com/experimental-composite-rotor-blades.php, accessed 01 Apr 15.
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of the ancient intellect may have been to in renaissance art in Europe possibly
look down upon their place of living like influencing early designers 3 .
a deity might, so hovering made sense.
The idea of flying across a world not yet
well known, or perhaps even discovered,
to ensure more efficient global trade was
less likely to be foremost in their sphere of
interest. History it seems, is an accident.
The Chinese and history’s darling
polymath, Leonardo Da Vinci, appear to
have the earliest rights on the helicopter
concept. Da Vinci’s man-powered ‘air screw’
shown in Figure 1 represents the earliest
advanced design concept. Designed to be
powered by two humans standing on the
lower platform the design was novel but Figure 2 – Chinese toy helicopter, or
would not have worked, well not without an spinning rotor, design
2. The Archemedes Screw was a screw pump designed in ancient Greece by the polymath, Archemedes of
Syracuse. Siciliy, 287-212 BC.
3. Renaissance Period – 1300-1700AD.
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DELIVERS HOPE.
WHEN ALL SEEMS HOPELESS.
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98 HELIOPS FRONTLINE
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aerodynamics and an engine. The design a body moving through the medium.
of the combustion engine in the late 19th Dynamics refers to the motion and
century got things moving, enabling full equilibrium of systems under the action
scale testing and working prototypes. of forces.
Significant challenges such as a lack of There is little doubt that the study of
lift symmetry across the rotor disc and the wing of a fixed wing vehicle is complex,
the management of torque became the particularly as we design for the effects
challenges de jour, the former being of transonic flight, that is those speeds
overcome by the swashplate enabling approaching the speed of sound, and for
varying blade angle of attacks and thus the supersonic flight. In helicopter rotor blade
evening of lift distribution. Paul Cornu lifted design we have the added complexity of
his protoype to the hover on 13 November the system rotating, and moving forward
1907 followed some years later on, and the through the air all at once. This is to say
result of much work by many pioneers, by that helicopter rotor blade design is even
Etienne Oehmichen who flew his twin rotor more challenging than a fixed wing.
machine a distance of a kilometer airborne An interesting approach to rotor blade
for 7 min and 40 sec. This historic flight design may well be a little different than
occurred on 11 November 1922. Helicopter you expect, that is the objective is to
flight was underway. At this stage the rotor optimize for the minimum power required
blade had incorporated the concepts of lift to drive the rotor blade system, rather than
and possessed the structural integrity for from a conventional approach that tends
sustained flight – these were immeasurable to design based upon a detailed flow and
advances and fundamental to the saleable loading analysis. The premise here is that if
production of one of the most flexible we optimize power required, we will in turn
machines man has ever created. optimize the excess power available (the
difference between power required and
AERODYNAMICS AND DYNAMICS power available). In optimizing the power
Aerodynamics is that branch of required we would necessarily optimize
mechanics that deals with the study of the aerodynamic design, while at the same
air and other gases as they interact with time achieve the most efficient use of
manufacturing has enabled more exotic way our own muscles respond to brain
chord and span wise changes and variables. signals. The aim is to fly farther and faster
Tip sweep both forward and rearward, with the same amount of fuel. Similar
anhedral and dihedral designs with variable work has being done in Europe under the
thickness to chord ratios have all become ‘Clean Sky’ initiative where researchers at
regular components in designs over the the university of Twente developed active
last 20 years, and similar to the BERP Gurney flaps using piezoelectric actuators.
blade, the design aim to reduce tip vortices. These systems enable better control of the
The NASA Smart Material Actuated Rotor wake and tip vortices along with reduction
(SMART) aims to further the optimization in vibration, noise, and drag, and therefore
process through the use of piezoelectric fuel requirements per air mile.
materials that will enable the blade to
change shape in flight. A piezoelectric STRUCTURES AND MATERIALS
material changes shape by flexing when The last century has, like in so many
subjected to electric fields, not unlike the other industry examples, seen great
advances and it is during this period the
wood/fabric to composite transition has
occurred. The composite transition and
complete understanding still has some
air miles to go though. Da Vinci’s design
was a fabric airscrew, and yet today we
are looking at active composite material
surfaces trying to emulate the human
muscle system; an impressive journey of
discovery at the very least.
The exacting control of the aerodynamic
variables we have discussed earlier requires
that the manufacturing process, quality
control, and the assurance the blade will
Other types of noises include loading in the 1960s. Interestingly Sud Aviation
and broadband noise. These are simply and the British Aircraft Corporation (BAC)
formed by the movement of the blades was the consortium that designed the
through the air. High Speed Impulsive (HSI) Concorde, so high speed aerodynamics was
noise is formed when transonic shocks are not foreign to the fenestron designer, Paul
formed around the blade tip and this we Fabre. The fenestron primarily achieves the
aim to minimize by aerodynamic designs noise reduction by enclosing the blade tips
that maximize MDD. The tail rotor, and it’s in a shroud (figure 8), which restricts the
blades which are affected in mostly the formation of noise producing tip vortices.
same way as a main rotor blade, however Some fenestron designs also place the
as the tail rotor is spinning faster it has blades at varying angular spacing known as
a higher noise frequency and does not ‘modular blade spacing’, an innovative noise
tend to propagate as far as the lower reduction concept discussed later.
frequency noises emanating from the Helicopter noise has been a key design
main rotor. Although it does not travel parameter since the 1970s and 80s, and
as far, when humans are close it tends becoming more so recently with the need
to be more annoying due to the higher to meet industrial noise level restrictions
frequencies. The fenestron, which was in populated areas as well as minimizing
originally named ‘fenestrou’ (a French detectability in a military tactical
Provencal word meaning ‘small round sense. In the 1980s ONERA, the French
window’), was designed by Sud Aviation aeronautics lab, partnered with the US
Army. Out of these and other studies new was found to reduce noise by a half within
blade tip designs, some of which we have the controlled environment of the wind
discussed already, and ideas surrounding tunnel. Airbus (then Eurocopter), in 2010
the aforementioned active blade surfaces, announced its BluecopterTM technology
such as trailing edge flaps, formed. The (see Figure 8). Using a combination of
establishment of faster computer technology a vortices controlling blade tip design
combined with composite materials opened and three piezoelectric trailing blade flap
the playing field for development. modules that can actuate the flaps at 15
Accepting that BVI is the primary to 40 times per second the company were
noise source from the rotor there has able to reduce the helicopter sound by a
been significant research into reducing claimed three to four decibels (note that
vortex generation and in particular the a 3dB reduction is a 50% reduction on the
interaction of the following blade with the logarithmic dB scale). Have a listen at the
vortex. NASA’s SMART Rotor program link below.
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