2017 I ISSUE 12

IT HOME.

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

Defence. We make it fly.

20 POLISH HINDS STILL
SOLDIERING ON
ALEXANDER MLADENOV reports
on the Polish Mi-24 force and its
combat exploits in Afghanistan.

52 SOMETIMES LESS IS MORE...

Rogerson Kratos recently revealed a new digital cockpit
upgrade for the UH-60. Paul Kennard, an independent
aerospace and defence consultant and director of Ascalon
Defence Consultancy Limited, is a Subject Matter Expert on
Defensive Aids Suites, Degraded Visual Environment (DVE)
Operations, CBRN and mid-air collision technologies amongst
others. He knows cockpits and here, he reviews the latest
offering for the UH-60s entering the civil market.

70 INCREASING THE MISSION SCOPE

After 30 years since its re-creation, the
Brazilian Army Aviation modernizes
and grows to accomplish a wider
scope of missions, including now the
war against terrorism and helping to
guarantee the law and order.

96 DO ASSAULT HELICOPTERS CARRY

SMART WEAPONS?
Many of us have grown up with the
images of “smart” precision guided
weapons flying through windows into
Iraqi bunkers and striking Taliban or ISIS
vehicles with unerring accuracy and
complete surprise. These weapons can be
guided by laser, radar, INS, Electro-Optic
cameras or GPS – and they have become
totemic of the Western “Art of War”.

ISSUE 12 I 2 017
 THE TEAM
PUBLISHER
Ned Dawson

EDITOR
Mark Ogden

DEPUTY EDITOR
Alan Norris

SUB EDITOR
Leigh Neil

EUROPEAN EDITOR
Alexander Mladenov

NORTH AMERICAN EDITOR

Buzz Covington

PROOFREADER
Barbara McIntosh

GRAPHIC DESIGN
Dot Design

4 HELIOPS FRONTLINE
 Kia Kaha Media Group
PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 21 747 757

EMAIL
info@[Link]

NEWS DESK
news@[Link]

[Link]

HELIOPS FRONTLINE 5
 FROM THE EDITOR

Made
in China

W
hile the West’s military helicopter development generally
languishes in budgetary malaise and primarily relying on
updates to 1960s and 1970s designs (with some exceptions),
the Chinese have been steadily progressing their military
helicopter development. With everything else going on in the
world, why should we wonder about the Chinese military helicopters? As I see it,
the South China Sea and North Korea provide the potential sparks for intentional
or unintentional armed conflict between the world’s major powers and while there
has been a focus on the larger elements of battle, such as ships; little has been
said about the helicopter forces. In fact, the Chinese military unveiled a range of
new weapons, including long-range missiles, amid calls by its top officials to be
combat-ready following a landmark verdict by an UN-backed tribunal that struck
down China’s “historical rights” in the South China Sea. Also, let us not forget the
sensitivities along the Chinese/Indian border.
Much of this may be put down to ‘posturing’ but it is obvious, the Chinese intend
to be world shapers initially using their economic prowess to get what they want but
as their military develops, we may see a different approach in the coming years.
China’s technological progress over the past 20 years has been nothing short
of spectacular. Often utilizing base technology bought or otherwise acquired from
Western nations, the Chinese have shown an immense capacity to adapt and further
develop those technologies to achieve some amazing things including their manned
space efforts. China intends being the major world power and while it has always
played ‘the long game’, the speed at which it is developing is truly outstanding.
There helicopter development is another example of how the Chinese are
developing their armed forces. Their first military helicopters developed from
Western designs were primarily French in origin. The Z-8 for example is based on
the Super Frelon. The Z-9 is a licensed version of the Eurocopter AS365 Dauphin
and later the Z-11, a light utility and attack helicopter was derived from the
Eurocopter Ecureuil. China’s military is now equipping all its ground forces with
advanced WZ-10 combat helicopters, which are capable of targeting tanks and
aircraft. With the introduction into service of the WZ-10 and WZ-19, (another attack
helicopter although somewhat less powerful than the WZ-10), the PLA is building
a credible helicopter force. The next development will likely be a battlefield troop
transport helicopter, something akin to the UH-60.
It is estimated that the Chinese are planning to eventually field about 3,000
military helicopters including, eventually, heavy-lift models such as the 7-bladed (as
yet unnamed) model that is looking to challenge the US CH-53K in lift capability.
The Chinese are also reportedly working on helicopters that can achieve
airspeeds of around 375kts (700km/hr).
While the Chinese don’t yet have the capability to exert military influence around
the world, the rate of development and preparedness to invest in new designs
indicates that their role in the world will soon take another notch up.

6 HELIOPS FRONTLINE
 Airbus Helicopt
ers
AS350B 2 Airbus Helicopt
ers
AS355
Airbus Helicopt
ers
BK117 Airbus Helicopt
ers
EC145
Airbus Helicopt
ers
H120 Airbus Helicopt
ers
H125
Airbus Helicopt
ers Airbus Helicopt
H145 ers
Airbus Helicopt SA315B
ers Airbus Helicopt
H175 ers
H130
Airbus Helicopt
ers Airbus Helicopt
H155 ers Airbus Helicopt
ers
H160 H215

Airbus Helicopt
ers
H225 Guimba l G2
Airbus Helicopt
ers Airbus Helicopt
SA365N ers
H135

Airbus Helicopt
ers
SA341G
Bell 430
Bell 525

Bell 206B Bell 204

Bell 205A+

Bell 412

Bell 47 Bell 206L

Bell 429
Bell 429 WLG
Bell 212
Bell 407

Bell 505
Bell 214B

Erickson S-64 Aircrane

Eagle Helicopt ers

Eagle Single Eagle Helicopt ers
Kaman K-Max Kamov KA32
407HP Leonard o AW109

Boeing CH-47D

Sikorsky UH60
Leonard o AW109
Trekker
Kazan ANSAT
Leonard o W3 Sokol

Leonard o AW169

Leonard o AW139 MD Helicopt ers

Leonard o AW119 MD Helicopt ers MD500D
Leonard o AW009 MD500C
MD Helicopt ers
MD520N

Leonard o AW189

MD Helicopt ers
MD530F MD Helicopt ers
MD600 MD Helicopt ers Enstrom F28
MD902
MD Helicopt ers
MD500E

Mil Mi38 Leonard o AW609

Columb ia Helicopt Kamov KA226

ers 107-II Sikorsky S76B
Enstrom TH180

Sikorsky S61
Sikorsky S76D

Sikorsky S92

Enstrom 280FX

Robinso n R44

Enstrom 480B

Robinso n R66

Mil Mi26

Sikorsky S58T
Mil Mi171

Robinso n R22

Robinso n R44 Cadet

Illustration s by
Ugo Crisponi
Aviationgr [Link]

Sikorsky S300

Marenco SKYe09

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HELIOPS FRONTLINE 7
 INDUSTRY NEWS

UH-90 ACHIEVES 3,000

HOURS
The Italian Army’s UH-90s have
10TH CAB ARRIVES IN GREECE reached 3000 flying hours. Since
Eight UH-60 Black Hawk helicopters and more than 70 other pieces of 2012 they have performed more
equipment from the 10th Combat Aviation Brigade, Ft. Drum, have arrived at than 1650 sorties operating in the
the Port of Thessaloniki, to support operation Atlantic Resolve. west region of Afghanistan.

US ARMY SIGN CONTRACT FOR APACHES

The US Army has signed a five-year, $3.4 billion contract with Boeing to acquire 244 re manufactured AH-64Es;
it is the first multi-year agreement for the “E” variant.

8 HELIOPS FRONTLINE
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HELIOPS FRONTLINE 9
 INDUSTRY NEWS

MQ-8C COMPLETES
ABOARD LCS
An unmanned MQ-8C Fire Scout has
conducted more than 37 flights over
IRANIAN SABA-248 UNVEILED seven days for the first tests from
The Iranian Aircraft Manufacturing Industries has displayed the Saba-248, LCS-8, USS Montgomery off the
although claimed as a local design it is in fact based on a rebuilt AW109. coast of California.

ARGENTINA ORDERS AW169

The Argentine National Gendarmerie has ordered a single AW169 for law enforcement and border patrol
operations.

10 HELIOPS FRONTLINE
 INDUSTRY NEWS

H125 FOR EMPIRE TEST PILOTS’ SCHOOL

QinetiQ has signed a £15 million deal for four H125s as part of its modernization of the Empire Test Pilots’ School,
replacing the existing SA341 Gazelle. The aircraft are expected to enter service in 2019.

H215M AGREEMENT FOR IAR

IAR have signed an exclusive agreement to become the prime contractor for the H215M for any future order by the
Romanian Ministry of Defense.

HELIOPS FRONTLINE 11
 INDUSTRY NEWS

1.5 MIL HOURS ON MH-65

The USCG has flown 1.5 million flight hours with their fleet of MH-65s since the first aircraft were delivered in 1984
replacing the HH-52A.

DUTCH MOD SIGN TOTAL SUPPORT

UK MILITARY SIGNS ENGINE CONTRACT AGREEMENT
Safran has signed a 17 year Support-By-Hour contract GKN Aerospace’s Fokker business and the
covering the Arrius 2B2Plus and Arriel 2E engines Royal Netherlands Air Force have signed a
operated by the new UK Military Flying Training five year support agreement for their fleet of
System program. Apache, Chinook and Cougars.

12 HELIOPS FRONTLINE
 The HeliOps Frontline Helicopters &
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HMH-36 1 / CH-53E

HMLA-1 67 / AH-1W
HMH-36 6 / CH-53E

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HMH-46 1 / CH-53E
HMLA-1 67 / UH-1Y

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HMLA-1 69 / UH-1Y
VMM-16 2 / MV22B
HMH-46 3 / CH-53E
HMLA-2 67 / AH-1Z

HMH-46 4 / CH-53E

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

HMLA-3 67 / AH-1W

VMM-16 1 / MV22B
HMHT-3 02 / CH-53E
VMM-26 6 / MV22B

VMM-16 3 / MV22B
VMM-16 4 / MV22B

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

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

HMLA-4 69 / UH-1Y

HMM-77 4 / CH-46E
HMH-46 5 / CH-53E

HMLA/T-303 / UH-1Y
HMX-1 / VH-60N VMM-16 5 / MV22B

VMM-26 1 / MV22B

VMM-16 6 / MV22B

HMMT-1 64 / CH-46E

HMLA/T-303 / AH-1Z
HMLA/T-303 / AH-1W
VMM-26 3 / MV22B

VMM-26 4 / MV22B

VMR-1 / CH-46

YUMA SAR / UH-1N

VMM-26 8 / MV22B
HMLA-2 69 / AH-1W
HMLA-7 73 / AH-1W

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

VMX-22 / MV22B

HMLA-2 69 / UH-1Y

HMLA-4 69 / AH-1W

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

HMLA-3 67 / UH-1Y

VMMT-2 04 / MV22B
Illustration s by Ugo
Crisponi
Aviationgr [Link]

HMLA-7 73 / UH-1Y

HMLA-2 67 / UH-1Y

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

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HELIOPS FRONTLINE 13
INDUSTRY NEWS

MBDA PROVES SEA VENOM

MBDA has successfully conducted air carriage and jettison trials of its Sea Venom/ANL anti-ship missile, the trials
have validated the integration onto the Lynx and Super Lynx.

UK MOD LAUNCH UNMANNED PROGRAM

The UK Ministry of Defense has placed a two year £8 million joint investment R&D contract for a Rotary Wing
Unmanned Air System with Leonardo in the UK.

14 HELIOPS FRONTLINE
 INDUSTRY NEWS

RMAF UPGRADES NURI S61A-4

The Royal Malaysian Air Force has taken
MI-8MTV-5 TO BELARUSIAN ARMY delivery of the first Nuri S61A-4, which is the
Russian Helicopters has completed the delivery of twelve first in the fleet to have its avionics system
Mi-8MTV-5s ahead of schedule to the Belarusian army from upgraded from analogue to digital by Heli-One.
the Kazan factory.

S-70I TO TURKEY
Sikorsky has transferred to defense electronics firm Aselsan an S-70i Black Hawk helicopter for use as the prototype
aircraft for the Turkish Utility Helicopter Program.

HELIOPS FRONTLINE 15
 INDUSTRY NEWS

UH-72A SUPPORT EXTENDED

Vector has extended its long-standing support contracts for the UH-72A Lakota with the US Army and Navy Test
Pilot School.

ETPS AWARDED EASA

APPROVAL STATUS
The Empire Test Pilots’ School
has been recognized by
EASA as an approved training
organization. The accreditation
means it is one of three
schools in the world, certified
to train test pilots to civil
standards.

NH90 MITT FOR ITALIAN

NAVY
The Italian Navy has taken delivery of
the first of ten NH90 MITTs at the Luni
Naval Base. This variant combines
tactical transport and maritime features
allowing amphibious support and
Special Ops roles.

16 HELIOPS FRONTLINE
 INDUSTRY NEWS

BOEING LAUNCH MH-139

Boeing has unveiled its MH-139 helicopter in the competition to replace the USAF UH-1N fleet. The replacement
program will replace up to 84 new aircraft.

TRAINING THE TRAINERS

The Royal Australian Navy and Army Joint
USCG UPGRADES TO JAYHAWKS
Helicopter School at HMAS Albatross has
begun training instructors on the EC135. They Traverse City Air Station has received three MH-60T
will train up to 105 Navy and Army aircrew each Jayhawks to replace its four SAR MH-65s that will be
year when the school opens in 2018. redeployed to other air stations across the US.

HELIOPS FRONTLINE 17
 INDUSTRY NEWS

CH-53K READY FOR PRODUCTION

The CH-53K King Stallion program has passed its Defense Acquisition Board review and achieved a Milestone C
decision that enables low rate initial production funding.

frontline
TAP
FOR MORE
INFO

18 HELIOPS FRONTLINE
 INDUSTRY NEWS

BUNDESWEHR TO RETROFIT CH-53GS

Airbus has received an order from the German Armed Forces to retrofit 26 CH-53Gs to guarantee the helicopters’
operation until at least 2030. The work will start in 2017 and be completed by 2022.

NH90 UPGRADE
CONTRACT
Leonardo has been
awarded a contract
worth €11M by
NATO to provide
its New Generation
Identification Friend
or Foe interrogator,
called the SIT434/5,
for the Italian Navy
NH90s.

HELIOPS FRONTLINE 19
 The Hind-D/E has the distinction
as being Poland’s only true attack
helicopter type. The 29-strong
fleet is well aged and has only with
basic targeting equipment for day/
night operations, while the Mi-24V is
capable to employ guided weapons,
represented by the 9M120 Shturm-V
ATGM. Nonetheless, all close air
support (CAS) and close combat
attack (CCA) missions are performed
with unguided ordinance only.
(Alexander Mladenov)

ALEXANDER MLADENOV REPORTS

ON THE POLISH MI-24 FORCE
AND ITS COMBAT EXPLOITS IN
AFGHANISTAN.
PHOTOS BY A LE X M L A DE NOV

HELIOPS FRONTLINE 21
 Both the Iraq and Afghanistan long-term
combat deployments have given the PAA’s
Hind-D/E force a chance to test, hone and
prove its worth in real-world operational
conditions. All its combat-qualified pilots
serving with the three Hind squadrons have
received invaluable operational experience
during as many as six rotations in Iraq and
eleven more amassed on Afghan soil.

I
raq and Afghanistan combat-qualified pilots serving with
deployments have honed the three Hind squadrons have
the Polish Army Aviation received invaluable operational
(PAA) battle skills in experience during as many as six
challenging climatic conditions while rotations in Iraq and eleven more
wagging asymmetrical warfare against amassed on Afghan soil. The war-
skilled, well-concealed and fluid hardened PAA aircrews are now being
enemies. The air operations in both war regarded as combat experts in Counter
theatres called for unheard-for flexibility Insurgency (COIN) warfare.
and rapid deployment, as well as raising Now they all are impatiently waiting
aircrew training standards to ensure for the outcome of the ‘Kruk’ (Raven)
battlefield effectiveness and flight attack helicopter procurement program,
safety. This is especially true for the managed by the Polish Ministry of
PAA’s attack branch’s three squadrons Defence (MoD). Aimed to fully replace
equipped with the Mi-24 Hind. While the the worn-out Mi-24D/W fleet, it was
more numerous Mi-24D Hind-D version given a go-ahead in 2014 and was then
was the workhorse of the Polish armed further accelerated in April 2015 as a
escort and close air support operations direct result of the events in and around
in Iraq between 2005 and 2007, the Ukraine. The final stage of the tender
more modern and slightly upgraded is set to select a winning proposal
Mi-24W (the local designation of the among four principal bidders – Airbus
Mi-24V in Poland) Hind-E bore the brunt Helicopters with the Tiger, Turkish
of the intense combat operations in Aerospace Industries with the T-129,
Afghanistan between 2008 and 2013. Bell Helicopter with the AH-1Z Cobra
Both the Iraq and Afghanistan long- and Boeing with the AH-64E Apache
term combat deployments have given Guardian. Selection of the winner in the
the PAA’s Hind-D/E force a chance to head-to-head competition is expected
test, hone and prove its worth in real- in 2017 or 2019, with a contract covering
world operational conditions. All its the procurement of no less than 32

22 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 23
24 HELIOPS FRONTLINE
 The Polish Mi-24D Hind-Ds
are earmarked for a gradual
withdrawal from use upon
expiration of their service life,
with the process expected to be
completed by 2019.

HELIOPS FRONTLINE 25
 A pair of Mi-24Ds
from the 56th AB seen
while on a mountain
flying training
deployment, operating
from the grass-
newly-built helicopters slated to be Colonel Grzegorz Matejuk, Deputy
covered runway and signed by 2018 at the earliest, with the Commanding Officer of the 56th AB
apron of the aeroclub
first deliveries taking place by 2020. said that the reform has led to an
airfield in Nowi Targ in
the southern part of improved situation where a single
Poland, July 2015. commander (i.e. Polish Air Force’s CinC)
HIND-D/E FORCE TODAY is responsible for the command-and-
control over all military aviation assets.
At the spear-tip of the PAA today “At the same time, our job remains
are its three Hind-D/E-equipped exactly the same – to support the Land
squadrons with a total inventory of Forces”, added Col. Matejuk. With one
29 aged helicopters, outfitted with a combat mission in Iraq followed by
very basic targeting equipment and three more in Afghanistan under his
featuring a very limited capability to use belt, he logged a total of 800 combat
guided weapons; this being especially flight hours during these deployments.
true for the Hind-D version. The last Col. Matejuk also commented that
of the Polish Hind-Es are tentatively Afghanistan proved to be an extremely
set to continue their faithful service difficult environment for the Polish
until about 2022. Two of the PAA Hind Hind aircrew community because of the
squadrons are assigned to the 56th prevailing hot-and-high conditions and
Aviation Base, formerly known as the mountainous terrain, combined with the
56th “Kujawski” Attack Helicopter need to regularly perform missions at
Regiment, stationed in Inowrocław- night and employing rockets and guns
Latkowo in central Poland. The third whenever required by the situation.
PAA Hind squadron is assigned to the In stark contrast, in Iraq the Polish
49th Aviation Base, formerly known as Hind-Ds were limited to day operations
the 49th Attack Helicopter Regiment at only and flew mainly over flat terrain
Pruszcz Gdański in the northern part of at a low elevation. To face the Afghan
the country. Since January 2014 both challenges, as Col. Matejuk noted, the
bases have been incorporated into the PAA Hind aircrews had to go through
Polish Air Force structure. a very steep learning curve mastering

26 HELIOPS FRONTLINE
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HELIOPS FRONTLINE 27
28 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 29
 a plethora of new battle skills. This the Polish Task Force HQ to perform
experience will be highly valuable its unsung but rather dangerous air
for the future introduction of new- support job for four more years. The
generation attack helicopters featuring IAAG rotated its Hind and Hip crews
improved hot-and-high performance, every six months, with personal
equipped with sophisticated day/night sourced from the 49th and 56th HARs
targeting suites and armed with longer- alternating on the Afghan deployments.
rage guided missiles. Ghazni’s elevation is 7,216ft (2,200m)
above sea level and the Polish Hind-Es
were constrained to running take-offs
AFGHANISTAN MISSIONS and landings at the newly-built 1,328ft
(405m) long asphalt runway at the
Deployed to Bagram Air Field (BAF) base. As it could be guessed Ghazni’s
in August 2008, PAA’s Independent Air rather high elevation had a pronounced
Assault Group (IAAG), equipped with negative effect on the Hind’s take-
four Mi-17-1Vs and four Mi-24Ws, initially off performance and aircrews were
operated in close cooperation with US forced to use a specific and a fairly
Army units flying UH-60 Black Hawks complex running take-off technique
and AH-64D Apaches. Then, in January to ensure safe lift-off; accelerating the
2009, the IAAG moved to Forward helicopter down the runway, supported
Operating Base (FOB) Ghazni next to by the front undercarriage leg only,

30 HELIOPS FRONTLINE
with a 10 to 120 nose-down pitch angle the thermal signature. The EVUs were
maintained during the entire run. As installed to reduce the helicopter’s
the speed increased, the main rotor heat signature, to reduce the heat-
and the short stub-wings generated seeking man-portable air defence
additional lift force enabling the systems (MANPADS) lock-on range.
struggling Hind-E to take to the air by The massive devices however, added
the end of the runway at an airspeed of weight and reduced the engine power;
54 to 81kt (100 to 150km/h). “We have so these were later removed. The EVU
mastered these rather complex type of removal became possible thanks to the
take-offs and introduced the relevant lower threat level actually posed. The
amendments into our training manuals”, helicopters also carried less than half
Col. Matejuk said. of their maximum war load as only the
In the hottest summer days at two inner wing pylons were occupied
Ghazni, the Mi-24Vs had to be made by rocket packs or gun pods while
lighter to ensure safe take-offs by the outer pylons were left empty. As
reducing the fuel on board, taking a further weight-saving measure, the
only enough kerosene for 1.5 hours wingtip launchers for the carriage of
of flying. Initially, the helicopters flew anti-tank guided missiles (ATGMs) were
their Afghanistan combat sorties also removed.
equipped with EVU exhaust mixer The IAAG’s attack helicopter
devices on engine ducts for reducing force had a strength of four to six

HELIOPS FRONTLINE 31
PHOTO COU RTESY US N AV Y
32 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 33
 ABOVE: New Hind
WSOs usually join the
Mi-24 squadrons after Mi-24Ws at any time and maintained situation. The QRF Hinds were also
two to three years’
the Quick Reaction Force (QRF) duty scrambled in reaction to Taliban rocket
hard training on the
PZL Swidnik Mi-2- at two locations – at FOB Ghazni and attacks against the Polish base at
equipped squadrons occasionally at FOB Warrior. At the later Gazni. Additionally, at the beginning of
as pilots, amassing
200 to 300 flight location, QRF Hinds were stationed each night QRF period each crew flew
hours following their during periods of high insurgent activity two circuits around the base, in order
graduation from
the Polish Air Force only. The Hinds were also involved in the crew to practice its take-off and
Academy at Deblin. various pre-planned missions (also landing skills on NVGs. The first take-
During the officer
training course with the
referred to as scheduled operations) off and landing were performed by the
Deblin academy, their intended to support the routine aircraft commander and the second
initial flight training
transport missions performed by the ones by the WSO. These circuits, usually
course includes
another 200 or so Mi-17s. The QRF duty was divided into extending to several miles around the
hours, flown on light day and night periods, with aircrews base, were also utilized to carry out
types of helicopters.
standing at 12-hour shifts, ready for visual reconnaissance over the close
taking-off upon receiving a go order surroundings, looking for suspicious
from the base’s Tactical Operations activity.
Centre (TOC), which, in turn, received
a call from the Polish Task Force’s TOC.
The QRF assets were required to be IN ANGER
ready for take-off within 20 minutes
from receiving a go order from the TOC. During the Afghanistan mission the
The QRF Mi-24Ws were mainly called IAAG Mi-24Ws were used in anger on
upon to support forces on ground numerous occasions to support Polish
in contact with the enemy (usually land patrols or special operations forces
road patrols engaged in fire fight with (SOF). Their main combat method was
the Taliban groups), and sometimes called Close Combat Attack; it saw
to escort a Mi-17-1V with troops on the employment of a Hind-E pair with
board dispatched to intervene in a hot different armament mounting strafing

34 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 35
36 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 37
 Polish WSOs typically
fly from the Mi-24’s front
cockpit for three to five
years and then progress as pilots
(also referred to as Hind crew
commanders), occupying the rear
cockpit for the rest of their pilot
career. Those who get instructor
qualification return to fly from the
front cockpit for training young
crew commanders and when
undertaking proficiency checks.

passes against Taliban manpower each Mi-24W used its nose-mounted

and light transport vehicles. One of flexible 12.7mm YaKB-12.7 four-barrel
the helicopters in the pair was armed gun with a 4,000 to 5,000rpm rate of
with two 32-round UB-32 pods for fire and an ammunition load of 600
firing S-5 57-mm rockets, while the rounds, operated by the WSO. Every
other one carried two UPK-23-250 Hind mission in Afghanistan was flown
gun pods, each containing a twin- with two side gunners in the cargo
barrel 23mm GSh-23L cannon with a cabin (the flight technician was one of
3,000rpm rate of fire and 250 rounds. them) added for an additional degree of
Both the rockets and gun pods were self-protection, armed with 7.62mm PK
mainly fired by the crew commander machine guns on pintle mounts to the
by using the ASP-17V electro-optical port and starboard sides.
automatic reflector sight. In addition, Sometimes, when called upon to aid

38 HELIOPS FRONTLINE
The Mi-24D introduced
for the first time the
definitive ‘gunship-style’
stepped tandem cockpits
forward of the engine
inlets, with the pilot at
the rear and the WSO in
the front. Each cockpit
features a bullet-proof
windscreen and rounded
canopy. The Polish Army
Aviation service originally
received 16 examples
between 1978 and 1985,
while in 1996 it took 18
more, ex- East German
Mi-24Ds, as a donation
HELIOPS FRONTLINE 39
from Germany.
40 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 41
 The YakB-12.7 is a four-barrel Gatling-
type machine gun with a pretty rapid
rate of fire. It is mounted in a USPU-24
under-nose turret, which rotates up to
60º left and right, 60º downward and
20º upward. The machine-gun has a rate
of fire 4,000rpm and its muzzle velocity
is 2,650 fps (810m/s) while the maximum
effective range is 2,600 ft (800 m).

As Col Grzegorz
Matejuk, Deputy CO of
the 56th Air Base.

ABOVE: 1st Lt Maciej

‘Nemo’ Wrega seen
in his office – the
Mi-24V’s front cockpit,
occupied by the WSO, forces in contact, it was just enough the in this type of mission. If they were
during one of the five
Afghan missions under
Hinds to perform a show of force by available, the mission was called Close
his belt. He wears flying fast and low or deliver warning Air Support (CAS). In the CCA mission
a comprehensive
shots resulting in the enemy rapidly the ground commander is tasked to
combat kit, comprising
a baseball hat, disappearing from the scene. As Col. provide the exact location of the enemy
protection helmet Matejuk noted, in most of the combat and then the Mi-24s detect the enemy
on it, sun-glasses to
protect against bright situations in Afghanistan the Mi-24W position before conducting their firing
sun and armoured aircrews had to perform the Close passes. The Rules of Engagement
vest with integrated
survival kit and Combat Attack (CCA) mission where (RoE) in these types of missions in
personnel weapons. the crew commander is responsible Afghanistan were very flexible as Col.
(Maciej Wrega via
Alexander Mladenov)
for the shooting and the situation Matejuk recalled.
on the ground after shooting. This The S-5 57-mm rockets however,
type of mission has been performed proved to be a far from the perfect
in constant radio contact with the weapon when employed in the Afghan
ground commander receiving the air conditions. The 1950s-vintage rocket
support. No FACs and JTACs are used is an area saturation weapon lacking

42 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 43
 any accuracy, while its warhead has for its Afghanistan deployment. The
insufficient destructive power when list of the scheduled Mi-24W missions
used against buildings. It could be in Afghanistan flown on a daily basis
effective only against manpower in the included the escort of Mi-17-1Vs flying
open. The 57mm rockets also proved routine transport sorties between FOB
ill-suited for penetrating the thick walls Ghazni and Bagram Air Field (the main
of the typical Afghan compounds and base where personnel and cargo arrived
houses, and sometimes the task had from Poland), to and from the US
to be handed over to the crews of base at Sharana as well as performing
the Polish Army Rosomac Armoured re-supply missions to the Polish Task
Personnel Carriers (APCs) armed with Force’s Vulcan and Waghez FOBs.
a 30mm cannon. The Polish Mi-24Ws These scheduled missions, usually flown
were deployed to Afghanistan without by a pair of Mi-17-1Vs, always required
their 9M114 Shturm-V Anti-Tank Guided an escort of at least one Mi-24W. The
Missile (ATGMs) and also never got the IAAG Hind-Es were also involved from
B8V 20-round rocket pods (otherwise time to time in other pre-planned
held in stock back at home in Poland) missions such as visual reconnaissance
for firing the much more destructive over a land patrol route or supporting
and accurate S-8 series of 80mm SOF as well as participating in
rockets. occasional large scale pre-planned
Col. Matejuk recalled that flying in operations in ISAF coalition format.
Afghanistan was quite difficult, even
for experienced Hind drivers, with no
margin for handling mistakes; especially HIND WSO EXPERIENCES
during take-off at Ghazni FOB. Flying
on NVGs was another serious challenge, It is usual practice in the three Hind-
which the aircrew first performed at equipped squadrons that new WSOs
home in 2007 as a part of the training are admitted after spending two to
program preparing the Polish Hind force three years of training in the Mi-2-

44 HELIOPS FRONTLINE
 POLISH HIND’S UPGRADE STORY
The Mi-24s were originally intended in the early 2000s to receive a comprehensive upgrade of
their mission avionics and weapons to enable day and night operations. In June 2003, however,
Poland dropped its requirements to upgrade as many as 40 Hind-D/Es, opting instead for a
program covering its 16 Mi-24Ws. 13 of these were to receive NATO-interoperable avionics
suites and new guided weapons, while three more were intended for upgrading to serve as
Combat SAR (CSAR) platforms. The upgraded Mi-24Ws were intended to remain in service until
2015, while the older Mi-24Ds were running out of calendar life and thus were originally set for
retirement in 2005-2006 timeframe. The Polish MoD then decided to shelve the ambitious and
rather expensive upgrade program as it failed to reach an agreement with the Russian partners
– the arms export agency Rosoboronexport and Mil MHP, the Original Equipment Manufacturer
(OEM) for the Mi-24 as the Russians insisted retaining control over the upgrade process and the
integration of NATO-standard avionics.
A reduced upgrade package was then conceived for the Mi-24W force, to be implemented by
the local industry, in order for the Hind-E to get a limited NATO interoperability. This package,
just completed before the Hind-E’s deployment to Afghanistan, comprised new communication,
navigation and identification friend-or-foe equipment (CNI), together with NVG-compatible
internal and external lighting, enabling the use of the locally-produced PNL-3 NVG sets. Later,
several Mi-24Ds were upgraded to the same standard, albeit without the new infra-red (IR)
jammer. The new CNI package was integrated by the Warsaw Air Force Institute of Technology
(ITWL), with production installation undertaken at state-owned Military Aviation Works No.1
(WZL-1) in Łódź. In addition, WZL-1 was also contracted to overhaul and extend the calendar
service life of the PAA Mi-24D/Ws.
The list of the new communication equipment integrated on the Mi-24W includes the ZSŁ-1
Integrated Communication System (ICS), comprising of a Radmor RRC-9500 VHF radio, Harris
RF-5800H-MP-036 HF radio, Rhode & Schwarz MR-6000R-XM6013P UHF/VHF radio, Unimor
RS-6106 VHF and RS06113-2 UHF/VHF radios. The newly-added navigation aids are represented
by the Garmin 155XL GPS receiver, BendixKing KTU-709 TACAN receiver, BendixKing KNR-634A
VOR/ILS/MB receiver plus power cables and a docking station for a Garmin 296 GPS receiver
in the front cockpit. The upgraded Hind-E also received a Radwar SC10-D2 IFF transponder and
a S-2-3a quick-access flight data recorder as well as a Ukrainian-made KT-01AW Adros new-
generation continuously-operating ‘disco-light’ infrared jammer. It is installed on to rear upper
fuselage where it replaced the Mi-24W’s original L-166 Infrared (IR) jammer, intended to disrupt
guidance of a wide variety of heat-seeking MANPADS types.

HELIOPS FRONTLINE 45
 equipped squadrons. They amass 200 instrumental role in combat missions
to 300 flight hours as pilots on the as he is tasked with maintaining
Mi-2 after graduating from the Dęblin- situational awareness all the time while
based Polish Air Force Academy. They the crew commander is busy with flying
then spend three to five yeasr flying the helicopter. ‘Nemo’ has amassed
the heavy Hind from the front cockpit a huge experience flying in combat
as WSOs before progressing further missions and he points out that the
on in their professional career as crew WSO’s role proved especially important
commanders, flying the helicopter from while operating in the unforgiving
the rear cockpit. Afghan environment. The WSO had
Mi-24’s WSOs are responsible for to build a complete awareness for the
the navigation in addition to firing the often rapidly-changing situation on
ATGMs and the nose-mounted 12.7mm the ground, maintaining an in-depth
machine gun. Nowadays Polish WSOs knowledge about the positions of the
use their privately-owned GPS receivers, own forces and the enemy, and their
loaded with their own data-bases of movements.
pre-set points of interest, as the main Mi-24’s WSO is also responsible for
en-route navigation aids. The Mi-24’s handling all the tactical communications
antiquated paper map-based moving with the ground forces and upon
map system, useful in the pre-GPS era receiving a request for fire support he
for low-level tactical navigation, is no should select the most suitable attack
longer used (removed and replaced direction to perform the firing passes
with an integrated communications in safely and effectively. In addition
LCD panel) after the upgrade with to the tasks of providing navigation
NATO-standard navigation aids. As 1st and maintaining constant situational
Lt Maciej ‘Nemo’ Wręga, a Hind pilot awareness, Mi-24’s WSO is also tasked
from the 1st Attack Squadron of the to fly the helicopter from time to time
56th AB noted, the Mi-24 WSO has an in order to relieve the crew commander

46 HELIOPS FRONTLINE
 POLISH HIND FORCE
The Polish Army Aviation branch took on strength 16 Mi-24Ds between 1978 and 1985. In 1996,
18 more helicopters of the same variant followed as a donation from Germany. These Hind-Ds
were previously operated by the former East German Air Force and the Polish MoD eventually
decided to overhaul and re-introduce in service 16 of these while the remaining two had to be
used as spare part donors. The Mi-24W Hind-E fleet of 16 newly-built helicopters was taken on
strength between 1986 and 1991.
In the early 2000s, the two Hind-D squadrons were assigned to the 49th Combat Helicopter
Regiment, stationed at Pruszcz Gdański. In turn, the 16 Mi-24W Hind-Es were operated by one
squadron assigned to the 56 Combat Helicopter Regiment at Inowrocław-Latkowo.
Currently, the aged Hind fleet - comprising of 15 Mi-24Ws and some 14 Mi-24Ds – is grouped
in two squadrons assigned to the 56th AB and the other squadron assigned to the 49th AB.
One of the squadrons of the 56th AB, equipped with an all-Hind-D/W fleet, is assigned to the
attack role, while the second, operating a mixture of Hinds and four newly-delivered PZL Swidnik
W-3PL Głuszec armed helicopters (four already fielded into service plus four more to be taken on
strength in foreseeable future), is assigned to the CSAR role.
Two Mi-24Ds were lost during the Polish military mission in Iraq, while two more sustained
bad damages but were repaired upon their return to Poland. Two more Mi-24Ws were reported
damaged beyond repair in take-off accidents in Afghanistan and another one was heavily
damaged after it had to perform an emergency landing (due to a mechanical failure on board)
but later on was repaired and returned to the fleet.
The Mi-24D survivors are earmarked for withdrawal from service upon expiration of their
extended service life by 2019 at the latest. The newer Mi-24Ws, however, are set to continue
soldering on for a little longer, until 2022, when the new-generation attack helicopter procured
under the ‘Kruk’ program would be fully inducted in Polish military service.

HELIOPS FRONTLINE 47
 during workload-intensive missions. cargo compartment at the back due
This was the case, for instance, in its sheer size). Mi-24 aircrews carried
some night missions in Afghanistan with them WIST-94 9mm pistols, each
when crew commanders became too with two magazines, and their personal
tired after two back-to-back combat armament was augmented with PM-84
sorties caused by back pain caused Glauberyt 9mm sub-machine guns on
by prolonged wearing of NVGs. the first rotation while on the following
Consequently, while the WSOs flew the ones they were issued with the more
helicopter in the third combat sortie powerful Mini-Beryl or Beryl 5.56mm
each night, the crew commander took assault rifles, each with four magazines.
over the navigation and communication ’Nemo’ says that he has always
with the ground forces. preferred to carry the weapon on his
Says ‘Nemo’: “I was single so I could chest.
go to Afghanistan more often than my NVG operations in Afghanistan were
married colleagues. As a result, I went flown with more than 25 per cent full
on a rotation there every half a year and moon, while below this level, it was
amassed a total of five rotations, while the so-called Red condition precluding
the average in my unit is three. I logged effective NVG use. As a rule, NVGs need
800 to 900 flight hours total combat some sort of residual light (coming
time”. ‘Nemo’ also shares that the most from the moon and the so-called
important items of the aircrew personal ‘cultural’ lighting emitted from well-lit
survival kit were carried in the pilot’s cities and villages) to work properly.
tactical vest worn over an armored Ambient light is intensified through
vest, while the less important ones the image intensifiers. This, however,
were accommodated in a bag (stored was impossible to be achieved with
either in the cockpit or more often in a partial moon in Afghanistan (where

48 HELIOPS FRONTLINE
‘cultural lighting’ was not available as screen and built-in GPS receiver. He also
a rule), below 25 per cent, or on nights carried another tablet computer, such
with thick cloud cover. There were as the Samsung Galaxy Tab (Android-
exceptions made from the Red rule for based), using the SkyDemon software
instance, in cases calling for emergency application to help navigate in flight
medical evacuation of badly wounded and to easily select and set points of
soldiers. The crew commander made interest. The screen presented a moving
the final go or no-go decision for such map with an excellent clarity, with
high-risk missions. points of interests (such as waypoints)
loaded before the mission or set in
flight by simply touching the map.
TABLET COMPUTER NAVIGATION ‘Nemo’ says that the touch screen of
the tablet computer proved particularly
The sort of lighting used on to the useful for promptly entering the
reflectors of both crew commander’s coordinates of the enemy position to
and WSO’s optical sights, proved to be attacked as reported by the forces
be NVG-compatible, enabling the on the ground during CCA missions
employment of the Mi-24W’s forward- when every second counted. Using the
firing weapons by both crew members Garmin 296 to type the coordinates
at night. The WSO had in his cockpit a took about a minute while the tablet
Garmin 296 portable GPS receiver with enabled the job to be completed in only
a color screen displaying a terrain map, 15 seconds. By having the positional
the helicopter route and pilot-selected information on the enemy displayed
points of interest. In addition to this, on the tablet screen, the WSO was
‘Nemo’ says that he always preferred immediately aware of the distance to
to use its own Garmin Aera 500 tablet the target and could then select an
computer, featuring a 4.3in touch- appropriate attack profile and direction.

HELIOPS FRONTLINE 49
 The typical attack pass against the each ten firing passes in Afghanistan.
Taliban positions called for the crew The two side gunners rarely used
commander to engage the target first their PK machine guns as they were
with the UPK-23-250 gun pods or 57mm intended for self-defense against
rockets from a longer distance, and popup threats, and were not involved
then the WSO finishing the job with in the attack passes. Sometimes
the nose-mounted 12.7mm machine the Mi-24Ws carried onboard SOF
gun. Sometimes, when less destructive snipers, mainly present during assault
power was needed, only the machine missions mounted by the Polish SOF
gun was fired by the WSO. It had, detachments. There were several
however, its own reliability issues as the occasions when Polish helicopters were
rather complex design was prone to hit from small fire from the ground and
stoppages. As ‘Nemo’ recalls, the YakB- the worst case happened during the
12,7 machine gun had suffered from 10th rotation when one side gunner was
stoppages on average in one out of hit in the leg by a 12.7mm.

50 HELIOPS FRONTLINE
 The most intense combat day during to 270km/h); it depended on individual
his Afghan deployments, as ‘Nemo’ Hind power output as there were
recalls, took place when a big Polish ‘strong’ and ’weak’ ones because of the
military convoy was traveling on a road different rating (due to the wear-and-
full of IEDs and ambushes set by the tear) of their engines.
local Taliban fighters. The Hinds were The Mi-24W’s TV3-117V engines
called upon on many occasions to suffered in hot-an-high conditions
attack multiple Taliban positions from because of the stringent turbine entry
where the convoy was taking fire. temperature limitation imposed by the
The QRF Mi-24Ws often had to return electronic control unit. Even without the
to the base three times to reload EVU exhaust mixers the Mi-24 proved
ammunition and then return on-scene distinctively underpowered at take-
to continue the fight. “We were talking off from Ghazni’s runway, especially in
all the time with the guys on the summer. Turbine entry temperature in
ground and they pointed at the the take-off mode was limited to 990
buildings where Taliban set up their 0C and upon reaching this limit the
positions to fire at the convoy. We engines could not provide more power.
spoke in Polish with our troops as it Ghazni’s runway proved just long
was much easier for us and we gained enough in winter, while in summer it
a pretty good understanding of the proved to be shorter than needed.
situation, with a clear idea at which
direction and buildings to deliver our
munitions. We had to shoot at the WRAPUP
rooftops of the buildings as this part of
the structure is usually very soft”. The crews have incorporated the
Among the routine pre-planned lessons learned in Afghanistan in their
combat missions flown by the Hinds day-today flight training regime. For
in Afghanistan, was the destruction instance, they now practice four times
of numerous radio relay stations a year a set of emergency situations
(repeaters) setup by the Taliban on training drills, flying as many as 15
hilltops to enable radio communication circuits, grouped in three check rides.
between various valleys using VHF/ Five of them comprise Afghan-style
UHF radios. The repeater locations nose-down running take-offs by using
were detected on the photographs the support of the front undercarriage
taken by intelligence officers and then leg, five more are performed with rolling
the Mi-24Ws were tasked to destroy landing with both engines operational
them. The S-5 rockets was the principal and the other five are in one engine
munition used in this type of mission as inoperative conditions (one of the
its fragments were powerful enough to engines is switched off before landing)
destroy the solar panel providing power and with rolling landing, touching down
supply to the repeater. at 32kt (60km/h).
The high operating altitude in On the tactical side, they have also
Afghanistan radically changed the flight introduced significant changes into their
behavior of the heavyweight Hind, training regime, with much more target
making it notable sluggish and slower. search time at the shooting range,
‘Nemo’ noted that the low air density working with a JTAC.
at the typical altitudes where the Polish They even ask the ground to
Hinds flew caused higher vibration give them something unusual and
levels and lowered the helicopter’s challenging in terms of targeting
maximum speed well below the sea- instructions and hard-to-find targets.
level rating of 165kt (305km/h). The They are now aware of the ground
maximum indicated air speed hit in threats and know to fly heights dictated
Afghanistan was only 129 to 134kt (240 by the threat. v

HELIOPS FRONTLINE 51
 SOMETIMES
LESS IS
MORE…
S TO RY BY PA U L K E N N A R D I PH OTO S BY S H E L D O N C O H E N

52 HELIOPS FRONTLINE
Rogerson Kratos recently revealed a
new digital cockpit upgrade for the
UH-60. Paul Kennard, an independent
aerospace and defence consultant
and director of Ascalon Defence
Consultancy Limited, is a Subject
Matter Expert on Defensive Aids Suites,
Degraded Visual Environment (DVE)
Operations, CBRN and mid-air collision
technologies amongst others.
He knows cockpits and here, he reviews
the latest offering for the
UH-60s entering the civil market.

HELIOPS FRONTLINE 53
54 HELIOPS FRONTLINE
HISTORY configurations). The UH-60 is my second
I imagine we’ve all done it. We’ve bought a favourite helicopter (once you’ve spent time in
new PC or laptop, excitedly got it home, fired the CH-47, most other aircraft do pale a bit…)1
it up and found that it is full of Software and so I was delighted at the opportunity to both
Hardware that we either don’t need, didn’t know reacquaint myself with the aircraft and to evaluate
was pre-loaded or, most importantly, didn’t ask the new digital cockpit.
for. As we spend a couple of hours going through
the Software “bundle” deleting items we don’t THE CIVIL BLACK HAWK
need the thought crosses our mind that we, But first, some background. The US Army is
somehow, have paid for this Software and that in the process of divesting itself of between 400
if we don’t remove it there is the risk it will slow and 800 early model UH-60s under a program
our desired functionality down, or, even worse, known as the Black Hawk Exchange and Sales
prevent us loading the programs or peripherals Transaction (BEST) in order to partially fund the
we want to use. There has been a trend for move to the more modern, digital, UH-60M2.
digital aircraft cockpits to start down the same BEST is a similar concept to that pioneered
slippery slope; and the problem with a cockpit for the CH-47 by PM Cargo under the Cargo
is that it’s hard to simply remove components in Helicopter Airframe Procurement Support
case certification is impacted. Operators run the (CHAPS) initiative which has enabled both foreign
risk of paying over the odds for capability they militaries and domestic companies to purchase
will never use. used CH-47Ds3 not selected for upgrade to
All of these concerns make the Rogerson CH-47F4. While the cost of a new UH-60M is in
Kratos digital cockpit upgrade for legacy UH-60 the region of $6m, surplus UH-60As have been
Black Hawks a welcome breath of fresh air. Heli made available to the market for comfortably less
Ops was privileged to be invited to fly the aircraft than $1m, with the final auction price dependant
at the recent Heli Expo 2017 held in Dallas on the usual component times and spares; some
(where the static aircraft display was graced by have been sold for as little as $400k (indeed,
no less than 5 ex-US Army UH-60s in assorted one UH60 owner at Heli Expo commented that

1. I’ve not flown an AH1, AH64, CH-53 or V-22 yet, so the jury is out. If anyone can make it happen…
2. [Link]
3. Indeed, Columbia Helicopters brought an ex-US Army CH47D (modified for firefighting) to place in the static display
at Heli Expo 17 and the Canadian military was able to quickly access CH-47 capability whilst waiting for their own, new
build, CH-147Fs to be delivered.
4. Through production efficiencies, Boeing could reduce the cost of a complete new build CH-47F to the point where the
price differential between refurbished and new-build was negligible. The same appears to be happening on the UH-
60M programme.

HELIOPS FRONTLINE 55
56 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 57
 he bought a UH-60A and when it was delivered lead in upgrading the engines from T700-GE-700
a whole spares package arrived with it - the US to -701D standard (in effect, creating a UH-60L),
Army team just shrugged and said “well, we but avionics can have a relatively short shelf-
don’t need them and we don’t have the space to life and may not be compliant in future civil
store them…”). The basic equipped aircraft as airspace without a military waiver, so even buying
flown was valued at around US$5-5.5M. The final additional airframes to strip for spares will only
pricing depends on the final configuration and the take you so far into the future. In order for the
condition of the Army retired helicopter when it UH-60 to have a meaningful ‘second life’ post
purchase the helicopter. The Company performs military use in the US, or, indeed, to be offered
an extensive ‘re-set’ before upgrading and for military resale to other countries through FMS
modernizing the cockpit and going to market. / DCS routes (and in accordance with the State
The UH-60 offers a 11-pax cabin or 6-8000lb Depts ITAR restrictions) something with more
lift capability for considerably less outlay than longevity is required.
most of the competition; so what’s the catch? The key is supplying certified future-
The UH-60 is limited by two major factors. compatible avionics at a competitive price.
Firstly, the FAA only recognise the UH-60 in This is exactly where Rogerson Kratos have
the RESTRICTED/Utility category, making the concentrated their efforts.
carriage of non-essential fare-paying passengers
impossible, so unless the CEO is a qualified FIRST IMPRESSIONS
pilot he’s not arriving at the heliport via Black The team from Rogerson Kratos met us at the
Hawk. Secondly, and where aftermarket FBO and we had a quick pre-flight brief about the
suppliers like Rogerson Kratos come in, there cockpit architecture and the design philosophy.
remains real concerns over the medium to long As we walked out to the Company Demonstrator,
term supportability of several of the avionic N683DN5, I was reminded of just how modern
and instrumentation systems. Engines and the basic UH-60 design still looks and couldn’t
transmissions seem to be readily available and, help but notice that she looked quite menacing in
ultimately, civil users could follow the US Army’s a wraparound matt black “SWAT” style paintjob.

5. Rogerson Kratos had another UH-60, N684DN, on static display at Heli Expo 2017 but this was still fitted with the
“stock” UH-60A cockpit.

58 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 59
60 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 61
 We opened the ‘hood’ and had a look at the UK which flew into a flock of Geese at night,
small, subtle changes that have been made to incapacitating the crew and damaging critical
accommodate the new systems. It is a avionic components, tragically causing the loss of
reminder of just how much avionic ‘kit’ is lodged the aircraft and all crew….
in the nose, and my mind wandered briefly So far, so (almost) standard UH-60. I hopped
to the loss of the HH-60G (88-26109) in the into the Left Hand Seat and that impression

62 HELIOPS FRONTLINE
 rapidly changed. The centre console has a My pilot, Jeremy Bennett, flicks the battery
familiar feel to it, save for the twin Garmin GNS master on and the whole system springs to
430 Nav/Comm fit at the top of the console6 life. He points out that the Nav System was
and a control panel to select and drive the already aligning, and that virtually full cockpit
pointers on the E-HSI7, but the cockpit displays functionality is available on the Battery Bus. This
are all new. The “steam” instrument displays could be a major factor in reducing launch times
have been replaced by four landscape-orientated in critical response roles (firefighting / SWAT
flat panel “smart” displays8. The result is a etc) but it does need consideration of battery
very clean looking cockpit, with several panel life because discharging the battery below the
blanks suggesting plenty of scope for additional required current to start the APU could be a little
capability. embarrassing! Not a problem today though, and

6. The “production” cockpit is planned to have twin GNS 750.

7. Electronic Horizontal Situation Indicator.
8. The displays are “smart” as they have on-board processors rather than being “dumb” remote displays.

64 HELIOPS FRONTLINE
Jeremy started the APU, brought both engines 13 Command Module before re-entry with limited
on line and the rotor system up to speed; all battery power….
comfortably within 3 minutes. As an ex-CH47 Emphatically not the case here. With
pilot used to huge power spikes during the everything now powered up I had the first
change-over between APU and engine-driven opportunity to assess the quad displays with all
generators, the smoothness of the start was functionality running. The usual ‘Pilot/Co-Pilot’
a revelation; the strain on the old Mil-Std 704 switch ensures that the Primary Flight Display
(just…..) system on the CH-47 gave crews all is always displayed in front of the Handling Pilot
sorts of problems knowing when to turn sensitive (HP), and the logic ensures that in the event of a
equipment on/off to prevent damage. Indeed, display failure the next display closest to the HP
bringing new equipment onto the Chinook as an will switch to Primary Flight Display (PFD) mode.
emergency capability modification and working The Pilot Vehicle Interface (PVI) seems intuitive;
out when you could switch it on without either the soft keys around the display bezels are
damaging it or overloading the system, was often clear and unambiguous and, unlike some digital
akin to working out how to power up the Apollo cockpits I’ve experienced, all relevant information

HELIOPS FRONTLINE 65
66 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 67
 is, at most, one button press away. The PFD is uncluttered and easily readable; in many ways
a blend of the old and the new, with a standard very similar to the new ‘virtual interface’ that Audi
EFIS AI flanked by representative “round-dial” has introduced into the motor world. Additionally,
ASI and BarAlt with tape/needle VSI. Without if you wished to display an EO/IR image on the
wishing to enter the debate over round-dials vs screen, there would be no need to ‘squash’ or
tapes, all I will comment on is that it is intuitive crop the display as is usually the case for Portrait
and the Landscape display left the PFD feeling mounted displays.

68 HELIOPS FRONTLINE
 Moving away from the PFD, there are also and to me shows the attention to detail of the
pages for Hover / ground cushion work, a installation. It’s often tempting to attempt to
number of filterable overlays (including TCAS digitally “dial out” such feedback. All too soon
and stick-map) and a fully certified EICAS we landed and shut down; again a swift and
(Engine Indicating and Crew Alerting System), simple process. As the aircraft ticked itself cold
hence removing the legacy engine/transmission we had an honest debrief, with the crew and
instruments and Caution/Advisory Panel (CAP) support staff genuinely keen for feedback and, of
from the cockpit. Jeremy explained that the interest to me, the groundcrew/systems engineers
system had several map options available for the demonstrated how they could swiftly access
customer to role configure, and had plenty of the maintenance pages of the MFDs. But all this
adaptability for advanced mission avionics such functionality was housed in the deeper menu
as EO/IR turrets, Degraded Vision technology structure, well away from the where the crews will
and even Aircraft Survivability Equipment (ASE) if normally access. Again, it follows the mantra of
required by foreign military customers. ‘pilot stuff up the top where you need it’.

IN FLIGHT THE VERDICT

Once up and away from Dallas Executive Returning to the computer analogy, what
Airport I could assess the cockpit in flight Rogerson Kratos have done with this cockpit is
conditions. With the caveats that it was Day/ provide the customer with, essentially, a laptop
VMC (albeit bumpy with a strong gradient wind) and an operating system only. It leaves the
and that we were operating at a comfortable customer free to decide what their requirements
altitude, without a tactical scenario, my first and budget are, and then trade capability down
impressions continued to be positive. From to the affordable level. For some operators,
the LHS all 4 displays were visible and largely doubtless, the ‘out of the box’ system will
readable; even in sun glint as we turned. So cross suffice. Others will seek to upgrade the basic
checks and cross comparisons were relatively architecture with EO/IR cameras, Synthetic Vision
straightforward. The integration between the Systems, obstacle warning and any number of
G430s and the EFIS was smooth with no other bespoke options; including air mission
sign of jitter; impressive considering the aircraft systems for operators in the back to enhance
had only had its first flight a month earlier. The CRM on certain mission types. The point is, you
selection of comms, navaids and waypoints don’t pay for capability you don’t want or need.
were all simple and logical, and, using the centre Longevity is assured by having current state-
control panel, I could set up the RHS display from of-the-art displays and Nav/Comm equipment,
the LHS which is useful when offloading a busy with commitments by Rogerson Kratos to be
HP to reduce workload. Again, all information fully compliant with both the FAA/EASA 2020
that I needed to access or change (range rings Global Air Traffic Management initiative and with
on displays, altimeter settings, TCAS and CDB / the emerging FACE (Future Airborne Capability
heading bug etc) was either at the top level Environment) open system architecture,
of functionality or just one layer down the permitting rapid and affordable capability and
menu structure. technology insertion.
The over-riding impression was one of elegant The latter may well prove especially attractive
simplicity, and one that will not require endless to foreign militaries keen to insert advanced
practise and revision to prevent skill fade. I’m not mission avionics /ASE into affordable, yet still
too familiar with the G430, but I would suggest capable, used airframes. There is plenty of life
that for a non-military pilot transitioning to the in the old ‘Hawk yet, for several military, para-
UH-60 such integration and familiarity would military and civil uses. The Rogerson Kratos
greatly ease the process. We conducted various cockpit architecture is an excellent, certified,
speed, height and heading changes with the baseline for organisations to tailor the aircraft’s
cockpit responding smoothly and without any avionics to suit their own needs, obtain best value
appreciable lag. We conducted a low overshoot for money and to ensure a long operating life as
and entered the circuit for a final time. As the technology and regulations move with the times.
speed washed off even the ‘burble’ of disrupted Thanks to Max Wiley at Rogerson Kratos for
air around the pitot/static system was displayed the kind invitation to fly the aircraft, to Jeremy
on the ASI as the expected flicker. It was a true Bennett for flying and to all at the Rogerson
digital representation of an analogue function, Kratos team at HAI 2017. v

HELIOPS FRONTLINE 69
 AFTER 30 YEARS SINCE
ITS RE-CREATION, THE
BRAZILIAN ARMY AVIATION
MODERNIZES AND GROWS
TO ACCOMPLISH A WIDER
SCOPE OF MISSIONS,
INCLUDING NOW THE WAR
AGAINST TERRORISM AND
HELPING TO GUARANTEE
BY SA NTI AGO RIVAS &
JOÃO PAU LO MOR A LE Z THE LAW AND ORDER.
HELIOPS FRONTLINE 71
 S
ince 2010, the Brazilian Forces’, a group including the Special
Army Aviation (Aviação do Operations Command, 12th Light
Exército Brasileiro, AvEx) Infantry Brigade (Aeromobile), the
has become steadily more Parachute Infantry Brigade and the
involved in the doctrines of prevention Army Aviation Command. These units
and combat of international terrorism. are the best equipped, trained and
Until then, AvEx’s focus was training capable of mobilizing to any point of
and preparation for conventional the country in a matter of very little
combat operations in localized actions time.
or a regular conflict, including escort The units that make this group carry
missions, armed reconnaissance, attack, out constant joint training, so that
troop transport, air assault, resupply, they know and can act together in any
infiltration and exfiltration of Special scenario. During international events,
Forces and SAR. they perform two functions. The first
Terrorism was a distant threat but is security, where the units perform
the arrival of major international events preventive actions in recognition, force
has made the country stand out in demonstration and vigilance. The
the international context of terrorism. second, defense, the grouping take
The World Military Games (2011), actions to minimize the damage caused
RIO + 20 (2012), World Youth Day in by a terrorist attack or aggressive
2013 with the visit of Pope Francis, action.
Confederations Cup (2013), World Cup Even though terrorism is a new
(2014) and Olympic Games (2016), with threat to Brazil, all the effort invested in
massive foreign presence were clear training, acquisition of new equipment
examples of how the country should and general modernization has meant
be ready to prevent and repel possible that the events have been carried out
terrorist attacks. without any incidents. Much of this is
The Brazilian Army has in its thanks to the AvEx.
structure the, ‘Strategic Action Army Aviation also provided support

72 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 73
74 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 75
 during the police operations in the But in 1941, with the eruption of
slums of Rio de Janeiro and other cities, World War II, Army and Naval Aviation
using their helicopters for transport merged to create the Brazilian Air Force
and reconnaissance. In many of the that in turn, inherited the air bases,
tasks, the Army helicopters were used airplanes, maintenance structure and
to deploy ground forces and sometimes pilots and mechanics from the two
they received ground fire. services. In 1952, the Navy of Brazil
again established its aviation arm, but
the Brazilian Army only re-established
A RESUMPTION IN THE 80’S its wings 3 September 1986.
The first time the Brazilian Army Unlike in the past, in which its
used aviation successfully was using doctrine and aircraft would be
balloons to reconnoiter battlefields intended to control of the air space,
during the Paraguayan War in 1867. AvEx would act to support the surface
As early as 1914, in a private initiative forces with a role of force multiplier to
of Lieutenant Ricardo João Kirk, some reconnaissance, patrol, attack, transport
flights of reconnaissance were made troops and supply. The rush to establish
in the Contestado War, a conflict that its own aviation capability came after
mobilized part of the Army and National numerous studies that showed the
Guards to fight rebels in the south of importance of the helicopter in any type
the country. Finally, in 1919 a more of conflict. The Malvinas/ Falklands War
planned action allowed the creation was studied by the Army, which noticed
of the Military Aviation with training, the choppers played a decisive role for
reconnaissance, attack and even fighter both Argentines and the British.
planes, all based in Rio de Janeiro. From Thus, 16 Helibras HB.350L1 (locally
there, aviation gradually expanded to designated HA-1) were acquired for
other Brazilian cities, gained strategic the training of future pilots and for
importance and was used in the various reconnaissance, escort and light
revolutions that happened in the attack missions. In addition, 36 general
country from 1920. purpose Aerospatiale AS.365K Panther

76 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 77
78 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 79
 helicopters (HM-1) were bought for were deployed for that mission, killing
transport and assault. In the early 1990s seven enemy on what was a baptism
another 20 AS.350A2 Fennec were of fire for the force, which ended up
purchased. staying in the Amazon, at Manaus, to
In 1991, the AvEx was employed support operation in that inhospitable
on the border with Colombia in an region.
operation to recover weapons and During 1997 to 1999, Brazil received
equipment that had been stolen four Sikorsky UH-60L Black Hawks
from the Army Detachment in Vila (HM-2) that were destined for AvEx
Bittencourt, on the banks of the Traíra so that it could integrate the Military
River, on the border with Colombia, Observer Mission Ecuador-Peru (Missão
by the guerrilla group Colombian de Observadores Militares Equador-
Revolutionary Armed Forces (FARC, Peru, MOMEP) for demarcation flights
Fuerzas Armadas Revolucionarias de of the border between these Andean
Colombia). Two HA-1s and two HM-1 countries under the coordination

80 HELIOPS FRONTLINE
of the UN. It was the first time that hostages, as well as the body of another
AvEx operated an aircraft capable one that was killed by the guerrillas.
of employing NVG and the Black The missions were conducted under
Hawk remained at the Patuca airfield the coordination of the International
in Ecuador. And it was also its first Committee of the Red Cross.
international action. In 1999 eight
Eurocopter AS.532UE Cougar (HM-
3) were ordered and received in 30 YEARS LATER
2002, being the largest models ever In 2009, the AvEx took the
operated by that Force until then. With first steps towards modernization
no offensive capabilities or electronic through a contract with Helibras for
counter-defense systems, these the modernization of 32 AS.365K
helicopters carried out three rescue Panther to the K2 standard and the
missions in 2008, 2009 and 2011 that reconstruction of two other examples
retrieved from FARC guerrillas, 14 live that had been seriously damaged in

HELIOPS FRONTLINE 81
82 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 83
 accidents. The models would receive first of the 16 Airbus Helicopters H225M
two new 956shp Arriel 2C2-CG engines (HM-4), as part of a program involving
versus the old 748shp engines, digital the purchase of 50 examples by the
cockpit with MFDs, capability to fly with Brazilian government for the Armed
NVG, four-axle autopilot, internal armor Forces, including the manufacture
and upper and lower cable cutter. The of part of these helicopters in Brazil
AvEx has already received nine updated with technology transfer and the
helicopters and the program will run development of the naval version
until 2022. capable of using MBDA Exocet missiles
In December of 2010 another for the Brazilian Navy, and a C-SAR
contract was signed for the version with refueling probe for the Air
modernization of the HA-1 Fennec with Force.
the reconstruction of four examples AvEx will be the only one of the
also heavily damaged in accidents. This three forces to have all their H-225s
program aimed only at replacing the equipped with the self-protection
analog panel instruments with three systems although of the nine units
MFDs, new autopilot, moving map, a already received, with only two
new step bar to make the access easier configured with the systems. The
to the helicopter, new gun mounts rest will be delivered by 2022 and,
with vertical movement to give more afterwards, the seven helicopters will be
accuracy and pilot’s seat with shock retrofitted with the missing sensors and
absorption system. Seventeed Fennec avionics.
have already been delivered and the
program should extend until 2021.
In addition to these two ORGANIZATION
modernization agreements, the AvEx The Ground Operations Command
began receiving in December 2010 the controls the operational use of the

84 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 85
86 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 87
 force, both in training and in real are being replaced by new rockets of
operations. The Brasilia-based Diretoria the same caliber. Also, five of them
de Material de Aviação (Aviation have Star Safire III turrets with FLIR and
Material Direction), is responsible for cameras.
the logistics and acquisition contracts The 2º BAVEX, Batalhão Guerreiro,
and is part of the Army Logistic’s is also in Taubaté and has two General
Command. Purpose Flights, one with four HM-3
Currently, the AvEx is distributed Cougar and one with nine HM-1
around three bases, with Taubaté Pantera. This unit is receiving the
being the main one. Located on the AS.365K2 and already has six of them,
strategic São Paulo-Rio de Janeiro expecting to have nine by the end of
axis, the Taubaté Aviation Base has 2017. Also in Taubaté are two other
undergone numerous expansions important support units which have
and modernizations in recent years. recently moved their facilities after the
The base hosts the command of the inauguration of a more modern area in
Army Aviation, the 1st Army Aviation early 2016.
Battalion (1º Batalhão de Aviação, One is the Army Aviation Instruction
BAVEX), baptized Falcão, which Center (CIAVEX, Centro de Instrução
comprises a Reconnaissance and de Aviação do Exército) which provides
Attack Flight equipped with eleven training for pilots, mechanics and has
HA-1 Equilo/ Fennecs (six of them several other courses of improvement
modernized), and a General Purpose and specialization. The Center has
Flight with nine H225M. The HA-1s are 18 HA-1s, eight of them modernized,
armed with 12.7mm machine guns on which enables easy conversion of future
pods and 7.62mm machine guns on military pilots to helicopters with a
door mounts, while the SBAT 70mm digital cockpit. In addition, they allow

88 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 89
90 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 91
 a broadening of the flight training to situations, it is possible to connect
include a NVG qualification module. For these cabins with the simulators of
IFR qualifying flights and more specific the Armored Battle Tank Instruction
missions, the CIAVEX also features Center in Santa Maria, in the south
three HM-1 Panthers. of the country, placing in the same
In terms of infrastructure, CIAVEX simulated environment the tanks and
now has a large hangar for its entire the helicopters.
fleet of helicopters, as well as a new There is also a full-motion Fennec
area where it has assembled five simulator built by the local company
Fennec level 2 synthetic simulators Spectra, where it is possible to train
where students train the normal and even more specific maneuvers such
emergency procedures, navigation and as autorotation. Already next to the
instrument flight before proceeding to new structure of the CIAVEX is the
actual flight on aircraft. These cabins Maintenance and Provision Battalion
are connected so that one can see the (Batalhão de Manutenção e Suprimento
other on the same mission. In special de Aviação do Exército).

92 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 93
 With the arrival of the big H225M defense, surveillance, artillery, border
and the sophistication of the systems protection and protection of strategic
embarked in the new and modernized facilities of the country. Recently, the
aircraft, it was necessary to create a AvEx has been included in these studies
structure that could be able to carry out which will allow the implementation of
the proper repairs and maintenance. long term programs, through to 2035.
Compared to the previous hangar, the It is also anticipated that H225M
new area doubled in size to 14,600 and full-motion HM-1 Pantera K2
square meters and incorporated the simulators will be acquired. Investing
NVG workshops and a paint and blast in these systems are aimed at reducing
booth capable of housing an H225M. formation and training costs and
The other two bases are located increasing operational safety on daily
at Campo Grande, central region of flights.
Brazil with the 3º BAVEX, Batalhão Of the five helicopter models
Pantera, formed by one Reconnaissance currently in operation at AvEx, two are
and Attack Flight equipped with HA-1 undergoing modernization (HA-1 and
Fennec, and a General Purpose Flight HM-1) and one is brand new, in this case
with the HM-1 Panther. In the Amazon the HM-4. The AvEx has also conducted
region, the 4º BAVEX, called Coronel studies what should be done in relation
Ricardo Pavanello, in Manaus has two to the two other helicopter models.
General Purpose Flights, one with HM-1 The first and most urgent are the four
Panther and second one with HM-2 HM-2 Black Hawks, as these still have
Black Hawk and HM-3 Cougar. old systems and avionics and analog
cockpit. The AvEx has already opted to
keep them operating until 2022, when
FUTURE it will decide to purchase four more
In the early 2000s, the Brazilian UH-60Ls and upgrade its existing four
Army began a series of strategic studies units - raising the fleet to eight - or
on the modernization and expansion of replacing them with another model, also
knowledge, such as cybernetic war, air with eight helicopters.

94 HELIOPS FRONTLINE
 A decision on the HM-3 Cougar possibility of purchasing air-surface
should be taken by 2024 on its missiles with semi-active laser guidance
modernization or replacement. and a range of over 6,000m. Hovering
The Test and Evaluation Group, the at 90ft, the weapon must reach moving
unit responsible for evaluating, testing targets at up to 40km/h at 2km from
and receiving new helicopters, has the aircraft. The target acquisition and
already evaluated Leonardo’s AW101, surveillance system must allow the
AW139M, AW149 and AW189, the recording and transmission of images
Sikorsky H-60M Black Hawk and Bell in real time, with a minimum range of
UH-1Y Venom. 37km from the base and 1800ft high
Attack platforms are also being and a maximum of 92km to 2700ft
considered with a decision due in the high. The target designation must have
next few years. a laser designator, rangefinder with a
The T&E Group has already range of 10km and a maximum error of
evaluated several models including the 20m at this distance.
modernized Leonardo / TAI T-129 or the On the Fennec, as well as on all AvEx
AW129D Mangusta, the Bell AH-1Z Viper aircraft in the future, NVG compatible
and the Mil Mi-28NE. The group will also helmets with HMD will be made
evaluate the Airbus Helicopters Tiger. available.
As a first step, the purchase of 12 units Besides these plans, the main
is being considered, with the possibility change the force is planning is the
of acquiring 36 attack helicopters. creation of a battalion of fixed wing
Even with AvEx acquiring an attack airplanes, for light transport. They are
platform, the Fennec will continue to looking for a STOL plane of 2 tons of
perform escort, reconnaissance, and cargo capacity, and are considering the
light attack missions. In this way, AvEx C-27J Spartan, Dornier 228, the Viking
is studying the purchase of a new Twin Otter 400 and the PZL M-28. A
weapon system plus surveillance and decision is expected soon to buy twelve
target acquisition systems. examples. v
In terms of weapons, there is a

HELIOPS FRONTLINE 95
Marines with Fox Company, 2nd
Battalion, 7th Marine Regiment use
tablets to help them in a training
exercise at Marine Corps Air Station
Yuma. The tablets are wirelessly
connected through an encrypted
internal Wi-Fi network allowing Marines
to coordinate and maneuver more
efficiently in a tactical environment
while securely using various
applications on the devices.
Photos By: Lance Cpl. David Staten
 Do Assault
Helicopters Carry
Smart Weapons?
HELIOPS FRONTLINE 97
 M any of us have grown up with the images of “smart” precision guided
weapons flying through windows into Iraqi bunkers and striking Taliban
or ISIS vehicles with unerring accuracy and complete surprise. These
weapons can be guided by laser, radar, INS, Electro-Optic cameras or GPS – and they have
become totemic of the Western “Art of War”. The case for such weapons is easily made on
moral and economic grounds. Bombing with unguided weapons has always been viewed
as more of an art than a science due to the sheer number of variables involved; airspeed,
weapon release points, pylon “wobble”, changes in wind strength and direction during fall
not to mention bombsight or CCIP1 errors and inaccuracies. Such problems drove Air Forces
to saturate targets with many more weapons than were required to achieve success as the
vast majority would be assumed to simply miss the aiming point; these “misses” could often
result in unplanned Collateral Damage to innocent bystanders and other civilians. Morally,
smart weapons are important and now such casualties are rare. They have brought the era
of indiscriminate “carpet bombing” largely to an end. Smart weapons also enable a smaller
amount of explosive to achieve the same effect, further minimising the risk of innocent parties
being hurt. The financial argument is clear; although, weapon for weapon, a precision weapon
is expensive when compared to a “dumb” one, the requirement to use fewer weapons and
fewer aircraft (with associated tanker / EW support) to deliver them can save huge sums.

BUT WE’RE TALKING ABOUT ASSAULT HELICOPTERS?

That all said, what has this got to do with assault helicopters? In March 2003 I
was flying a CH47 in the first assault wave into the Iraqi oil refinery on the Al Fawr
peninsular – one of the opening moves of Operation Iraqi Freedom, designed to
prevent the Regime from destroying the oil facilities or, worse, releasing oil into
the Northern Arabian Gulf and causing ecological damage. For weeks, we had
planned and practised the assault; we had used models, “sand table” examinations,
ROC2 drills and even completed live mission rehearsals in a mock up facility in the
Kuwaiti desert. We, as aircrew, knew exactly where on the facility we would land
and our troops knew precisely what they would see when the ramp went down
“on target” and, perhaps more importantly, would know where other “Blue” forces
were to minimise the chances of “friendly fire”. The plan was to load the troops
into the aircraft, start up and be ready for a “go” code. Flight time to the target
would be no more than 10-15 minutes so the tactical situation shouldn’t change that
much – and we’d have the radio operator on comms until just before “wheels up”
when we’d drag him on board. Helmuth von Moltke (the elder), and esteemed 19th
Century Prussian Field Marshall, once opined that “no plan battle plan survives first

1. Computer Controlled Impact Point – an electronically calculated sight in many HUDs.

2. Rehearsal of Concept

98 HELIOPS FRONTLINE
 HELIOPS FRONTLINE 99
 contact with the enemy” and all plans have an element of flex built into them to
cope with the “grit” and “fog” of war. Sure enough, the plan that night foundered
almost as soon as we took off. Problems with clearing the designated HLSs forced
us into nearly a one hour hold, at night, over the desert, in poor visibility at low level
(and a near mid-air collision….). In radio silence. Suddenly, the tactical situation the
troops had taken off with was well out of date. We eventually got the “go” code
and carried on to our IP (initial point) and descended to below 100ft for the run-in
to the HLS to try to stay under the gaze of any mobile SAMs that we thought might
still be in the target area. We were about 90 seconds to wheels down when we got
a message telling us that the HLS we’d spent months planning and practicing for
was compromised and that we’d have to land somewhere completely different. I
went into a flurry of re-planning in the LHS and looked up as a mast flew past the
right-hand windscreen – realising this was just short of the new HLS I shouted for
the handling pilot to stop, which he managed via an extreme quickstop in marginal
conditions (a skilled piece of flying by itself) and we “arrived” (landing would be
understating it…) between two buildings in the middle of the compound. Bad for us.
Worse for the troops. The only person disembarking who knew what had happened
in the last 90 seconds was the troop commander who was on comms on the jump
seat – and he would be the last person off the aircraft. The ramp went down and
the troops poured out, just in the rehearsals, but this time into the dark, in low
visibility due to dust, into a battle and utterly unaware where they were. They didn’t
know where the enemy were, or where the safe arcs of fire were to prevent “Blue on
Blue” casualties.
In effect, we had deployed “dumb” weapons.
Uninformed, unaware and a danger to both
themselves, their colleagues
and, potentially any innocent
civilians in the facility. These Royal
Marines had walked on the ramp
as informed troops, ready for the
battle. The moment the ramp
came up they became like the
eponymous character from The
Who rock opera “Tommy”; they
were now deaf, dumb and blind,
cut off from their information
network and unable to re-brief
or react to circumstances as they
changed.

Photo courtesy AXNES

100 HELIOPS FRONTLINE

 Airbus Helicopt
ers
AS350B 2 Airbus Helicopt
ers
AS355
Airbus Helicopt
ers
BK117 Airbus Helicopt
ers
EC145
Airbus Helicopt
ers
H120 Airbus Helicopt
ers
H125
Airbus Helicopt
ers Airbus Helicopt
H145 ers
Airbus Helicopt SA315B
ers Airbus Helicopt
H175 ers
H130
Airbus Helicopt
ers Airbus Helicopt
H155 ers Airbus Helicopt
ers
H160 H215

Airbus Helicopt
ers
H225 Guimba l G2
Airbus Helicopt
ers Airbus Helicopt
SA365N ers
H135

Airbus Helicopt
ers
SA341G
Bell 430
Bell 525

Bell 206B Bell 204

Bell 205A+

Bell 412

Bell 47 Bell 206L

Bell 429
Bell 429 WLG
Bell 212
Bell 407

Bell 505
Bell 214B

Erickson S-64 Aircrane

Eagle Helicopt ers

Eagle Single Eagle Helicopt ers
Kaman K-Max Kamov KA32
407HP Leonard o AW109

Boeing CH-47D

Sikorsky UH60
Leonard o AW109
Trekker
Kazan ANSAT
Leonard o W3 Sokol

Leonard o AW169

Leonard o AW139 MD Helicopt ers

Leonard o AW119 MD Helicopt ers MD500D
Leonard o AW009 MD500C
MD Helicopt ers
MD520N

Leonard o AW189

MD Helicopt ers
MD530F MD Helicopt ers
MD600 MD Helicopt ers Enstrom F28
MD902
MD Helicopt ers
MD500E

Mil Mi38 Leonard o AW609

Columb ia Helicopt Kamov KA226

ers 107-II Sikorsky S76B
Enstrom TH180

Sikorsky S61
Sikorsky S76D

Sikorsky S92

Enstrom 280FX

Robinso n R44

Enstrom 480B

Robinso n R66

Mil Mi26

Sikorsky S58T
Mil Mi171

Robinso n R22

Robinso n R44 Cadet

Illustration s by
Ugo Crisponi
Aviationgr [Link]

Sikorsky S300

Marenco SKYe09

[Link]

[Link]

[Link]
o
[Link]

The HeliOps 2017 Poster is a must have

collectable for anyone who is involved in the
helicopter industry. It’s a collection of some
amazing helicopters. There is a limited print run
so grab yours while you can.

They make a great addition to your office, hangar,

home or as a gift for friends and colleagues.

HELIOPS FRONTLINE 101

 WHY COULDN’T THE TROOPS BE “INFORMED”?
Compared to ground vehicles, aircraft are far more sensitive to electro-
magnetic emissions – and un-cleared or unqualified transmissions can affect
aircraft instruments (some of which, such as primary flight displays or navigation
equipment, are classed as “flight safety critical”) or inadvertently trigger weapons
systems, defensive aids suites and other pyrotechnic devices such as cable-cutting
cartridges for winches or gas cylinders for flotation equipment. Therefore, to certify
a transmitting capability onto an aircraft, not only does the appropriate equipment
need to be specified and purchased, but expensive trials activity is required for
assurance they will not interfere with aircraft systems and therefore gain a Release
clearance.
This stems from the aircraft often being procured and equipped separately
to the troops and cargo it delivers. Acquisition staffs tend to view their system
boundary quite narrowly – focussing on the subsystems required to get the platform
to the target, but not on the effect the payload subsequently delivers. Add in the
historic lack of communication between the air and ground acquisition capability
areas and this disconnect becomes easier to understand; one domain does not want
to spend its cash on a capability that benefits the other domain if possible.
The relative paucity of “clean sheet” designs over the past two decades has
driven those militaries that recognise the need for “all-informed” networks to seek
aftermarket, applique systems. One such system, and one familiar to many SAR
operators, is the Polycon family of wireless radios by Axnes of Norway. Recognising
the issues that a SAR winchman could have either on the end of the cable or on the
deck of a vessel (and not wishing to remove their helmet) they developed a rugged
wireless comms system that enabled the winchman to stay “on comms” with the
crew when on the winch and detached from it (and as it’s waterproof it even works
if the winchman is in the water). This replaced the need for hand signals, which
can be ambiguous and difficult to perform if tending a casualty. The Polycon radio
transformed the way that SAR crews worked, but it was rejected by the Utility
community as it was not secure. At Heli-Expo 2017, Axnes launched their latest
product, the Polycon Next Generation (PNG), which is aimed squarely at the military
market. PNG trades some of the waterproof qualities for security with encryption a
key new feature. PNG will enable nations to retrofit their platforms to enable several
“utility” tasks to be completed more efficiently or safely. For example, loading a
vehicle up the rear ramp of a helicopter, at night, is a risky evolution – especially
in a combat area – and the ability for the crew to talk to the driver can make this
quicker and safer. Likewise, the ability for the crew to talk to personnel underneath
the aircraft during Under Slung Loads could also enhance both efficiency and
safety. For the MedEvac role the ability to talk to the medics can enable the crew to
respond to requests for “more speed” or “less vibration” as they work in the back.
The US Army (and Australia) have deployed a similar system on their helicopters.
The Encrypted Aircraft Wireless Intercom System (EAWIS)3 enables up to 6 crew or

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 support personnel on a wireless network. But systems such a PNG and EAWIS are
potentially limited in utility if the need is all-informed beyond the needs of aircraft
crews and key support personnel.

BUT WHAT ABOUT ASSAULT OPERATIONS?

The ability for the cockpit crew to talk to selected crewmembers and support
personnel via a dedicated role radio such as PNG solves part of the “all informed”
problem. But what about the assault role, where an aircraft such as a CH-47 might
be carrying upwards of 50 troops? They cannot be expected to carry an additional
role radio – they need to be able to utilise their issue role radio on the aircraft to
talk to the crew and to allow, probably via a separate net, the ability to re-brief and
update. Such a system was developed by (the then) Selex-ES and AgustaWestland
to exploit the UK Personal Role Radio (PRR) and was demonstrated during the
VIP “taxi” flights conducted by RAF Merlin HC.3 helicopters into the Farnborough
Airshow over a decade ago. The PRR interaction with the aircraft intercom was
via an interface box fitted to the Thales RA800 intercom, utilising a “spare” radio
port. The installation worked well and enabled VIPs to talk to each other and the
crew using the PRR, but a lack of defined requirement (and funding) stopped the
capability proceeding beyond the demonstration phase. The kit had been released
with a “Clearance with Limited Evidence” (CLE) and was not assessed against the
security requirements espoused by TEMPEST4. The costs of “full” integration were
adjudged not viable at the time.
“All informed” voice is an improvement over what the troops currently have.
However, the inexorable rise of data on the modern battlefield demands even more
integrated and flexible technology. The modern soldier, quite rightly, expects to
be in receipt of up to the minute intelligence information. This can include live Full
Motion Video streamed from manned / unmanned ISR platforms, data messaging
formats (eg CASEVAC “nine-liners” and FIRES support requests), encrypted voice
comms and, increasingly, the ability to “virtually white board” via tablet devices.
The USMC have a hard-earned reputation for innovation, and have been exploiting
the power of tablet technology in Afghanistan since 2010 for mapping and as
Electronic Flight Bags (EFBs). Perhaps the most relevant program looking ahead
is the aptly, and quite superbly, named “KILSWITCH” (KInetic Low-cost SoftWare
Integrated Tactical Combat Handhold) which is an Android application hosted on
a commercially available (and therefore cheap…) tablet. Initially used as a means of
directing FIRES, it seems eminently adaptable as a “virtual white-boarding” tool for
embarked troops, and is certainly cheap enough for widespread issue. Lt Gen Davis,

3. PEO Soldier - “Equipment Piece of the week” Nov 22 2011. Accessed 23 March 17
4. A NSA specification and NATO standardisation referring to the leakage of sensitive data through unshielded RF
cables and other unintentional emitters.

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 USMC Aviation Commander, stated that the introduction of such capabilities looked
ahead to a future where “Every aircraft a sensor, every aircraft a node and every
aircraft a shooter”. The Corps have been demonstrating through the Joint Capability
Technology Demonstration (JCTD) event the employment of tablet technology to
show “the use of handheld devices in support of elements, from a squad level all
the way up to aircrew”5. As a fighting force, the USMC is highly integrated – and
places the needs of its fighting marines front and centre. Marine Aviation is there
to provide the support they need to achieve their ends, and is not, normally, an end
in itself. The USMC seems to have got behind the need to deploy their troops as
“smart weapons” - the 2015 Marine Corps Plan6 states, quite clearly, that:
“Ground forces, upon exiting an aircraft, will have greater situational awareness
than ever before, having followed the course of the flight, the landing zone
elevation, and friendly and enemy force disposition. Once on the ground, infantry
forces will remain linked to the rest of the MAGTF, and to the aviation force, by
digital interoperability and a robust and flexible network architecture.”

WHERE NEXT?
As with many recent developments, such as Tilt-Rotors, the rest of the world
seems to be playing catch-up with the USMC. The case for deploying “smart”
troops over “dumb” troops is overwhelming on moral, economic, safety (for support
personnel) and effectiveness grounds. However, other militaries seem to struggle
in drawing together these threads into coherent and funded requirements. Perhaps
nations need to move slowly in this area, likely equipping Special Ops communities
first to refine the capability before going “force wide”. One thing is for certain, as
“The West” struggles to reassert its technological combat edge, deploying well
informed and briefed troops onto the future battlefield is likely to produce as much
“overmatch” effect as fighting at night with advanced NVGs and employing better
weapons. “Smart Troops” are every bit as important as “Smart Weapons”. v

5. [Link] 19 Oct 15, “Marines Use Tablet Technology to Advance Warfighting Skills” accessed 28 March 2017.
6. Accessible via [Link]

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