May 16, 2018 04:58 UTC
The German Navy is currently facing
delays regarding the introduction of the NH-90 Sea Lion helicopter into its service. So far, the Navy was unable to procure a bespoke simulator system, necessary for training pilots. The Sea Lion simulator is being procured through the NATO Support and Procurement Agency. With the requirement comprising infrastructure, a full-mission simulator, and a rear-cabin crew trainer, the bids from industry have all been received and the technical evaluations are in progress but will not be delivered before the first of the 18 ordered helicopters will arrive at its main operating station. The NH-90 Sea Lion
can be used as a utility helicopter, or as an anti-submarine helicopter, depending on how they’re built.
NH90: TTH & NFH
The NH90 emerged from a requirement that created a NATO helicopter development and procurement agency in 1992 and, at almost the same time, established NH Industries (62.5% EADS Eurocopter, 32.5% AgustaWestland, and 5% Stork Fokker) to build the hardware. The NATO Frigate Helicopter was originally developed to fit between light naval helicopters like AW’s Lynx or Eurocopter’s Panther, and medium-heavy naval helicopters like the European EH101. A quick look at the NFH design showed definite possibilities as a troop transport helicopter, however, and soon the NH90 project had branched into 2 versions, with more to follow.
The nearest equivalent would be Sikorsky’s popular H-60 Seahawk/ Black Hawk family, but the NH90 includes a set of innovative features that give it some distinguishing selling points. Its combination of corrosion-proofing, lower maintenance, greater troop or load capacity, and the flexibility offered by that rear ramp have made the NH90 a popular global competitor.
As many business people discover the hard way, however, success can be almost as dangerous as failure. NH Industries has had great difficulty ramping up production fast enough to meet promised deliveries, which has left several buyers upset. Certification and acceptance have also been slow, with very few NH90s in service over a decade after the first contracts were signed. Booked orders have actually been sliding backward over the last year, and currently stand at around 500 machines, on behalf of 14 nations.
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Mar 13, 2018 04:54 UTC
Four new AW159 Wildcat
helicopters will be deployed
by the British Army to Estonia in what will be the helicopters first operational deployment. The mission will last for four months from April and is part of NATO’s enhanced Forward Presence (eFP) in Eastern Europe. During their deployment the Wildcats will be supporting Estonian troops and British ground troops in training, as well as participating in NATO’s Exercise ‘Sabre Strike’, which is to span all three Baltic states and involve the armed forces of about 20 nations.
Future Lynx naval
In 2006, Finmeccanica subsidiary AgustaWestland received a GBP 1 billion (about $1.9 billion at 02/07 rates) contract from the UK Ministry of Defence (MoD) for 70 Future Lynx helicopters, and began a new chapter in a long-running success story. The Lynx is an extremely fast helicopter that entered service in the 1970s, and quickly carved out a niche for itself in the global land and naval markets. The base design has evolved into a number of upgrades and versions, which have been been widely exported around the world.
In Britain, Lynx helicopters are used in a number of British Army (AH7 & AH9) and Fleet Air Arm (Mk 8) roles: reconnaissance, attack, casualty evacuation & troop transport, ferrying supplies, anti-submarine operations, and even command post functions. The Future Lynx program reflects that, and British government and industry are both hoping that its versatility will help it keep or improve the Lynx family’s global market share. This is DID’s FOCUS Article for the AW159 Lynx Wildcat Program, describing its technical and industrial features, schedules, related contracts, and exports.
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Mar 08, 2018 04:56 UTC
Iraq has taken delivery
of two additional T-50IQ advanced trainers with the jets touching down at Martyr Mohammed Alaa airbase on Tuesday, March 6. The aircraft are being procured under a $1.1 billion contract signed in 2013 for 24 T-50 Golden Eagle
fighter jets from South Korean aerospace firm KAI. Speaking on the deal, Iraqi Defense Ministry Tahseen al-Khafaji said that “additional T-50 jet fighters will arrive in batches soon in Baghdad as part of the deal,” adding that "a team of Iraqi pilots received training in South Korea and they are ready now to operate the T-50 jets.”
T-50 Golden Eagle
South Korea’s T-50 Golden Eagle family offers the global marketplace a set of high-end supersonic trainer and lightweight fighter aircraft. They’re hitting the international market at a good time: just as many of the world’s jet training fleets are reaching ages of 30 years or more, and high-end fighters are pricing themselves out of reach for many countries.
Most recently, Thailand is increasing its defense budget and the speed of its procurement process to, among other things, procure a replacement for its aging L-39. The T-50 is one of three candidates.
The ROK’s defense industry is advancing on all fronts these days. Its shipbuilding industry, one of the world’s busiest, is beginning to turn out its own LHDs, and even high-end KDX-III AEGIS destroyers. On the armored vehicle front, Korea’s XK2 tank and K9/K10 self propelled howitzer are beginning to win export orders, and its XK-21/KNIFV amphibious infantry fighting vehicle may not be too far behind. All fill key market niches, promising performance at a comparatively inexpensive price. Now its aerospace industry is in flight abroad with the KT-1 turboprop basic trainer, complemented by the T-50 jet trainer, TA-50 LIFT advanced trainer & attack variant, and FA-50 lightweight fighter.
The TA-50 and FA-50 are especially attractive as lightweight export fighters, and the ROKAF’s own F-5E/F Tiger II and F-4 Phantom fighters are more than due for replacement. The key question for the platform is whether it can find corresponding export sales.
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Oct 19, 2017 04:57 UTC
Airbus has selected Spanish defense electronics firm Indra to develop a tactical and integrated procedures simulation trainer
for pilots of the former's new A330 MRTT
aerial refueling tanker. Indra's Integrated Procedures Trainer (IPT) will be connected to the Partial Training system (PTT) used by boom operators to learn how to handle the refueling tube for supplying fuel to the aircraft, and will allow pilots to familiarize themselves with the systems of the A330 MRTT tanker and practice situations impossible to reproduce using a real plane, such as engine failure, aircraft stall and emergency landings. Previous work with Airbus has seen Indra develop simulators for Airbus' commercial A320 and A330 aircraft and Airbus helicopters' H135, H225, H175, H145 and AS350.
Voyager & friends
Back in 2005, Great Britain was considering a public-private partnership to buy, equip, and operate the RAF’s future aerial tanker fleet. The RAF would fly the 14 Airbus A330-MRTT aircraft on operational missions, and receive absolute preferential access to the planes. A private contractor would handle maintenance, receive payment from the RAF on a per-use basis – and operate them as passenger charter or transport aircraft when the RAF didn’t need them.
The deal became politically controversial, and negotiations on the 27-year, multi-billion pound deal charted new territory for both the government, and for private industry. Which may help to explain why a contract to move ahead on a “Private Financing Initiative” basis had yet to be issued, and procurement had yet to begin, over 7 years after the program began. In March 2008, however, Britain issued the world’s largest-ever Defence Private Finance Initiative (PFI) contract. This FOCUS Article describes the current British fleet, the aircraft they chose to replace them, how the new fleet will compare, the innovative deal structure they’ve chosen, and ongoing FSTA developments.
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Apr 02, 2014 17:00 UTC
The USCG wants to buy 58 Fast Response Cutters (FRC), and these Sentinel Class boats are sorely needed by an overstretched US Coast Guard. An attempt to extend the lives of their aged Island Class cutters ended as an expensive failure in 2005, and string of blunders has delayed replacements. In February 2006, the Coast Guard’s Deepwater system-of-systems program ‘temporarily’ suspended design work on the FRC-A program due to technical risk. FRC-A was eventually canceled in favor of an off-the-shelf buy (FRC-B), and on March 14/07, the ICGS contractor consortium lost responsibility for the Deepwater FRC-B program as well. By then, even an off-the-shelf buy couldn’t get the Coast Guard any delivered replacements before April 2012.
When the Island Class refurbishment program was terminated in June 2005, 41 Island Class vessels like the USCGC Sanibel, above, still plied US and international waters. DID discusses the programs, their outcomes and controversies, the fate of the Island Class and FRC-A programs, and the work underway to replace them. The Island Class’ safe lifetime is running out fast, but by the end of 2013 FRC Sentinel Class deliveries were set to ramp up to full production pace. Will that be fast enough?
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